“The best safety device in any aircraft is a well-trained crew.”TM
CG
Client Guide — Rev. 1.3
PTM
Pilot Training Manual — Second Edition - Rev. 0.0
PTH
Pilot Training Handbook — Coming Soon! (sneak peek)
IPP
Instrument Panel Poster — G530 version - 03.11.10
SG IPP
Study Guide Instrument Panel Poster — G530 version - 03.04.10
SG IPP
Study Guide Instrument Panel Poster — King version - 07.16.09
MFC
Memory Flash Cards — 0.1
FOR TRAINING PURPOSES ONLY
CARAVAN I
Pilot Training Materials
UNCONTROLLED DOCUMENTS
COLLECTION DATE
06Jun12
FOR TRAINING PURPOSES ONLY
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 I 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 © 2012 by FlightSafety International, Inc. All rights reserved.
Printed in the United States of America.
CESSNA CARAVAN
PILOT INITIAL
CLIENT GUIDE
FlightSafety International, Inc.
Cessna Learning Center
1951 Airport Road
Wichita, KS 67209
(316) 220-3100
www.flightsafety.co
Rev 1.3
This page left blank
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
TABLE OF CONTENTS
INTRODUCTION ........................................................................................ 4
DOCUMENTATION REQUIREMENTS ....................................................... 5
CESSNA 208 COCKPIT PANEL ................................................................. 6
V SPEEDS ................................................................................................. 7
POWER PLANT LIMITATIONS................................................................... 8
CESSNA 208 CARAVAN INITIAL PILOT COURSE SYLLABUS ............ 9-10
EMERGENCY PROCEDURES (Memory Items).................................. 11-13
GRADING AND EVALUATION STANDARDS ...................................... 14-15
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
Customer Support Manager
Director of Standards
Director of Training
Product Marketing Manager
Assistant Center Managers
Center Manager
David Carp
Vicky Brown
Dave Schanilec
Jack Tessmann
Catherine Kreitler
John Brasfield
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 objectives and techniques. Additionally, your inputs on course critiques are key to our on-going efforts 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 during 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 computer 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
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
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 instrument 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 Customer 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
FlightSafety International - FOR TRAINING USE ONLY
5
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
FlightSafety International - FOR TRAINING USE ONLY
6
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
V SPEEDS - 208B
VR ............................................................................................................................ 70 – 75 KIAS
VX .................................................................................................................................... 72 KIAS
VY .................................................................................................................................. 104 KIAS
Criuse Climb ........................................................................................................ 110 – 120 KIAS
VMO ................................................................................................................................ 175 KIAS
VA ........................................................................................................ 148 KIAS at 8,750 pounds
............................................................................................................ 137 KIAS at 7,560 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................................................................ 120 KIAS at flaps 0
..................................................................................................................... 105 KIAS at flaps 10
....................................................................................................................... 95 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
FlightSafety International - FOR TRAINING USE ONLY
7
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
POWER PLANT LIMITATIONS (675 SHP)
POWER
SETTING
TORQUE
FT-LBS
MAXIMUM
ITT
(C)
GAS GEN
RPM% Ng
PROP
RPM
OIL
PSIG
OIL
TEMP (C)
SHP
Takeoff
Per Chart
805 for 5
minutes
101.6
1900
85 to 105
10 to 99
675
Maximum
Climb
Per Chart
765
101.6
1900
85 to 105
0 to 99
675
Maximum
Cruise
Per Chart
740
101.6
1900
85 to 105
0 to 99
675
Idle
___
685
52 minimum
___
40 minimum
-40 to 99
___
Maximum
Reverse
1865
805
101.6
1825
85 to 105
0 to 99
675
Transient
2400 for 20
seconds
850 for 2
seconds
102.6 for 2
seconds
2090
___
0 to 99
0 to 104
___
Starting
___
1090 for 2
seconds
___
___
___
-40 minimum
___
Maximum
Rated
1865
805
101.6
1900
85 to 105
10 to 99
675
FlightSafety International - FOR TRAINING USE ONLY
8
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
SYSTEMS INITIAL SYLLABUS
CLASSROOM CURRICULUM (20 Hours)
1. TRAINING OBJECTIVE: Using the Pilot Training Manual, Checklist and attending the digital classroom
presentation 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
Cockpit Resource Management (CRM)
1,0
2
Approved Flight Manual and Aircraft Operating Manual
0.5
3
Aircraft General
1.0
4
Landing Gear and Brakes
0.5
5
Avionics
1.0
TOTAL:
6
2
4.0
Electrical system
1.0
7
Avionics
1.5
8
Fuel
1.0
9
Flight Controls
0.5
TOTAL:
10
3
4.0
Powerplant
2.0
11
Propeller
1.0
12
Fire Detection
1.0
TOTAL:
13
4
4.0
Ice and Rain Protection
1.0
14
Air Conditioning
0.5
15
Lighting
0.5
16
Oxygen
0.5
17
Pneumatics
0.5
18
FAR 91 Review
1.0
TOTAL:
19
5
4.0
Windshear Training
0.5
20
Weight and Balance
0.5
21
Performance and Flight Planning
1.0
22
Master Warning
0.5
23
Review & Written Examination
1.5
TOTAL:
FlightSafety International - FOR TRAINING USE ONLY
4.0
9
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
SIMULATOR CURRICULUM
1. TRAINING OBJECTIVE: Using the FlightSafety Caravan Cockpit Systems Simulator, 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:
LESSON
1a
1b
DAY
1
MODULES
Systems Integration Module 1
Simulator Module 1
HOURS
1.0
2.0
Simulator Debriefing
0.5
Systems Integration Module 2
Simulator Module 2
1.0
2.0
Simulator Debriefing
0.5
Systems Integration Module 3
Simulator Module 3
1.0
2.0
Simulator Debriefing
0.5
Simulator Module 4
2.0
Simulator Debriefing
0.5
Simulator Module 5 Pre-brief
or - 135 Oral Examination
0.5
1.0
5b
Simulator Module 5
or- 135 Check
2.0
2.0
5c
Simulator Debriefing
0.5
1c
2a
2b
2
2c
3a
3b
3
3c
4a
4
4b
5a
5
FLIGHT CURRICULUM (Optional)
2. TRAINING OBJECTIVE: Using the aircraft, the Pilot Operating Handbook and/or 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
LESSON
1a
1b
1c
DAY
6
MODULES
Pre-Brief for Flight
Flight Training Module
HOURS
1.5*
1.5
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.
FlightSafety International - FOR TRAINING USE ONLY
10
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
EMERGENCY PROCEDURES (Memory Items)
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. AUXILIARY POWER UNIT ........................................................................ OFF - then DISENGAGE
3. FUEL CONDITION LEVER .................................................................................................. CUTOFF
ENGINE FAILURE DURING TAKEOFF ROLL
1. POWER LEVER.......................................................................................................... BETA RANGE
2. BRAKES ................................................................................................................................ APPLY
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. AIRSPEED ................................................................................................ 85 KIAS WITH 20 FLAPS
ENGINE FAILURE DURING FLIGHT
1.
2.
3.
4.
AIRSPEED ............................................................................................................................ 95 KIAS
POWER LEVER......................................................................................................................... IDLE
PROPELLER CONTROL LEVER ......................................................................................FEATHER
FUEL CONDITION LEVER .................................................................................................. CUTOFF
ENGINE FLAMEOUT DURING FLIGHT
IF Ng IS ABOVE 50%
1. POWER LEVER......................................................................................................................... IDLE
2. IGNITION SWITCH ....................................................................................................................... ON
IF Ng IS BELOW 50%
1. FUEL CONDITION LEVER .................................................................................................. CUTOFF
2. For engine restart, refer to Starter Assist Procedure or Airstart no Starter Assist .....................
(Tab A5 or B1)
FlightSafety International - FOR TRAINING USE ONLY
11
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
EMERGENCY PROCEDURES (Memory Items continued)
ENGINE FIRE IN FLIGHT
AT THE PILOT’S DISCRETION & CONSISTENT WITH SAFETY
1. POWER LEVER......................................................................................................................... IDLE
2. PROPELLER CONTROL LEVER ......................................................................................FEATHER
3. FUEL CONDITION LEVER .................................................................................................. CUTOFF
4. FUEL SHUTOFF ............................................................................................................... PULL OFF
5. CABIN HEAT FIREWALL SHUTOFF CONTROL ............................................................. PULL OFF
ELECTRICAL or CABIN FIRE IN FLIGHT
1.
2.
3.
4.
5.
6.
BATTERY SWITCH .................................................................................................................... OFF
GENERATOR SWITCH ........................................................................................ TRIP & RELEASE
STANDBY POWER SWITCH (IF INSTALLED) .......................................................................... OFF
VENTS ..................................................................................................... CLOSED (to avoid drafts)
BLEED AIR HEAT SWITCH ....................................................................................................... OFF
FIRE EXTINGUISHER ......................................................................................................ACTIVATE
WING FIRE
1.
2.
3.
4.
5.
6.
7.
PITOT STATIC HEAT SWITCH .................................................................................................. OFF
STALL HEAT SWITCH ............................................................................................................... OFF
STROBE LIGHTS SWITCH ........................................................................................................ OFF
NAVIGATION LIGHTS SWITCH ................................................................................................. OFF
LANDING & TAXI LIGHTS SWITCHES ...................................................................................... OFF
RADAR (IF INSTALLED) ............................................................................................................ OFF
VENTILATION FANS (IF INSTALLED) ...................................................................................... OFF
CABIN FIRE DURING GROUND OPERATIONS
1.
2.
3.
4.
5.
6.
POWER LEVER......................................................................................................................... IDLE
BRAKES .................................................................................................................... AS REQUIRED
PROPELLER CONTROL LEVER ......................................................................................FEATHER
FUEL CONDITION LEVER .................................................................................................. CUTOFF
BATTERY SWITCH .................................................................................................................... OFF
AIRPLANE ...................................................................................................................... EVACUATE
FlightSafety International - FOR TRAINING USE ONLY
12
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
EMERGENCY PROCEDURES (Memory Items continued)
INADVERTENT ICING ENCOUNTER
1.
2.
3.
4.
IGNITION SWITCH ....................................................................................................................... ON
INERTIAL SEPERATOR ..................................................................................................... BYPASS
PITOT/STATIC, STALL, WINDSHIELD and PROPELLER ANTI-ICE .......................................... ON
IF ABOVE 20,000 FEET:
a. AIRSPEED .................................................................................................... 160 KIAS MAXIMUM
b. ALTITUDE ....................... DESCEND TO 20,000 FEET OR BELOW AS SOON AS PRACTICAL
5. Turn back or change altitude to obtain outside air temperature that is less conductive to icing.
STATIC SOURCE BLOCKAGE
1. STATIC PRESSURE ALTERNATE SOURCE VALVE ............................................. PULL FULL ON
FUEL CONTROL UNIT IN THE PNEUMATIC OR GOVERNOR SECTIONS
1. POWER LEVER......................................................................................................................... IDLE
2. EMERGENCY POWER LEVER .................... AS REQUIRED (maintain 65% Ng min during flight)
LOSS OF FUEL PRESSURE
1. BOOST SWITCH .......................................................................................................................... ON
FUEL FLOW INTERRUPTION TO FUEL RESERVOIR
1. FUEL TANK SELECTORS .............................................................................. LEFT ON, RIGHT ON
2. IGNITION SWITCH ....................................................................................................................... ON
3. FUEL BOOST SWITCH ................................................................................................................ ON
FUEL TANK SELECTOR OFF DURING START
OR
FUEL TANK LEVEL LOW WITH SINGLE TANK SELECTED
1. LEFT AND RIGHT FUEL TANK SELECTORS ............................................................................. ON
FlightSafety International - FOR TRAINING USE ONLY
13
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
GRADING AND EVALUATION STANDARDS
ATP or FlightSafety Proficiency Card (“ProCard”) Completion Standards: The pilot must perform all procedures 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
A. Altitude ± 100 feet
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
3) Airspeed ± 10 KIAS
FlightSafety International - FOR TRAINING USE ONLY
14
CESSNA CARAVAN PRE-COURSE STUDY GUIDE
GRADING AND EVALUATION STANDARDS
6. IFR Approaches (During Final Approach)
A. Precision Approach
1) CDI ± ¼ Scale Deflection
2) GS ± ¼ Scale Deflection
3) Airspeed ± 5 KIAS
B. Nonprecision Approach
1) CDI ± ¼ Scale Deflection
2) RMI ± 5°Deviation
3) Bearing Pointer ± 5° Deviation
4) MDA +50, – 0 feet
5) Airspeed ± 5 KIAS
C. Circling
1) MDA + 100, – 0 feet
2) Heading/Track ± 5°
3) Airspeed ± 5 KIAS
4) Bank Should not exceed 30°
7. Missed Approach
A. Altitude ± 100 feet
B. Heading ± 5°
C. Airspeed ± 5 KIAS
FlightSafety International - FOR TRAINING USE ONLY
15
CESSNA CARAVAN I
PILOT TRAINING MANUAL
SECOND EDITION
“The best safety device in any aircraft is a well-trained crew.”™
CESSNA
CARAVAN I
PILOT
TRAINING
MANUAL
SECOND
EDITION
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
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 Airplane Flight Manual, Pilot Manual, 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
suggestions you might have for improving this manual or any other aspect of our
training program.
F O R T R A I N I N G P U R P O S E S O N LY
Pilot courses for the Cessna Caravan I aircraft 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) 488-3214
Fax: (316) 220-3134
Copyright © 2011 by FlightSafety International, Inc.
All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Second Edition ...........0.0 ........... April 2011
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
Page
No.
*Revision
No.
Cover ..................................................
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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
MANEUVERS AND PROCEDURES
Chapter 19
WEIGHT AND BALANCE
Chapter 20
FLIGHT PLANNING AND PERFORMANCE
Chapter 21
CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
CESSNA CARAVAN I 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
AIRPLANE SYSTEMS ............................................................................................................1-7
Warnings and Annunciators...............................................................................................1-7
Electrical System ...............................................................................................................1-7
Lighting System.................................................................................................................1-7
Fuel System .......................................................................................................................1-7
Powerplant .........................................................................................................................1-8
Ice and Rain Protection .....................................................................................................1-8
Landing Gear and Brakes ..................................................................................................1-8
Flight Controls ...................................................................................................................1-8
Oxygen System..................................................................................................................1-9
LIMITATIONS ..........................................................................................................................1-9
Windshield/Window Cleaning and Care ...........................................................................1-9
Noise Characteristics .........................................................................................................1-9
FOR TRAINING PURPOSES ONLY
1-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
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 Radius—208 .............................................................................. 1-5
1-5
Minimum Turning Radius—208B ........................................................................... 1-6
TABLE
Table
1-1
Title
Page
Windshield and Window Care ................................................................................. 1-9
FOR TRAINING PURPOSES ONLY
1-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems in
the Cessna Caravan I. This manual does not supercede or substitute any of the manufacturer’s system or operating manuals. This manual provides information from the basic design data. All subsequent changes in airplane appearance or system operation is covered
during academic training and subsequent revisions to this manual. The “Aircraft General”
chapter covers the structural makeup of the airplane and gives a general description of the
system. An annunciator section displays all light indications; fold out page ANN-1 for reference while studying this manual.
GENERAL
The airplane is an all-metal, high-wing, single-engine airplane equipped with tricycle
landing gear. Its primary use is for general
utility purposes. A composite cargo pod is optional equipment on all versions except floatequipped aircraft (Figure 1-1).
FOR TRAINING PURPOSES ONLY
1-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 1-1. Cessna Grand Caravan
MODEL DIFFERENCES
The Cessna Caravan I is produced as the 208
Caravan 675, 208B Grand Caravan, and 208B
Super Cargomaster. The major differences are
the presence or absence of passenger windows
and the length of the fuselage. Figures 1-2
and 1-3 illustrate the aircraft dimensions for
the various models. Figures 1-4 and 1-5 show
the different minimum turning radii.
STRUCTURES
WINGS
The externally braced wings have integral fuel
tanks and are constructed of a front and rear
spar with formed sheet metal ribs, doublers,
and stringers. An aluminum skin covers the entire structure.
EMPENNAGE
FUSELAGE
The fuselage is constructed with a conventional
formed sheet metal bulkhead, stringer, and a
semimonocoque skin design.
Major items of structure are:
• Front and rear car r y-through spars
(wings attach to these spars)
• Bulkhead
• Main landing gear attachment forgings
1-2
• Bulkhead with attaching plates at its
base for the strut-to-fuselage attachment of the wing struts
The empennage includes a conventional vertical stabilizer, rudder, horizontal stabilizer,
and elevator. The top of the rudder has a leading-edge extension that contains a balance
weight. An elevator trim tab attaches to the
trailing edge of each elevator by full-length
piano hinges. Both elevator tip leading-edge
extensions provide aerodynamic balance and
use balance weights. A row of vortex generators on the top of the horizontal stabilizer just
forward of the elevator enhances nosedown elevator and trim authority.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
14 FT – 10 IN
MAX
CARGO VERSION
37 FT – 7 IN
20 FT – 6 IN
NOTE:
1. DIMENSIONS SHOWN ARE BASED ON
STANDARD EMPTY WEIGHT AND PROPER
INFLATION OF NOSE AND MAIN GEAR TIRES.
TAIL HEIGHT MAY 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 FT – 7 1/2 IN.
5. WING AREA IS 279.4 SQUARE FEET.
6. MINIMUM TURNING RADIUS (*PIVOT POINT
TO OUTBOARD WINGTIP STROBE
LIGHT) IS 31 FT – 10 1/2 IN.
PIVOT POINT
PIVOT POINT
52 FT – 1 IN
7. HARTZELL PROPELLER GROUND CLEARANCE WITH
STANDARD TIRES AND NOSE GEAR FORK:
• NOSE TIRE DEFLATED AND NOSE GEAR BARREL
EXTENDED 4 1/2 IN: 19 IN (See POH)
• NOSE TIRE INFLATED AND NOSE STRUT FULLY
COMPRESSED: 12 IN.
PROPELLER GROUND CLEARANCE WITH
McCAULEY PROPELLER:
• NOSE TIRE INFLATED AND NOSE GEAR
EXTENDED 4 1/2 IN: 16 IN.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED 9 IN.
11 FT – 8 IN
100 IN (HARTZELL)
106 IN (McCAULEY)
Figure 1-2. Exterior Dimensions—208
FOR TRAINING PURPOSES ONLY
1-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
15 FT – 5 1/2 IN
MAX
PASSENGER
VERSION
41 FT – 7 IN
CARGO VERSION
20 FT – 6 IN
NOTE:
1. DIMENSIONS SHOWN ARE BASED ON
STANDARD EMPTY WEIGHT AND PROPER
INFLATION OF NOSE AND MAIN GEAR TIRES.
2. WING SPAN DIMENSION INCLUDES STROBE LIGHTS.
3. MAXIMUM HEIGHT SHOWN WITH NOSE GEAR
DEPRESSED AS FAR AS POSSIBLE.
4. WHEEL BASE LENGTH IS 13 FT – 3 1/2 IN.
5. WING AREA IS 279.4 SQUARE FEET.
6. AIRPLANES 2080001 THRU 0403 NOT INCORPORATING
SK208-164, AND AIRPLANES 208B0001 THRU 1223 NOT
INCORPORATING SK208-164. MINIMUM TURNING RADIUS
(*PIVOT POINT TO OUTBOARD WING TIP STROBE LIGHT)
IS 32’ -8 5/8”.
CABIN SIDE WINDOWS
AND THE RIGHT HAND
PASSENGER DOOR
ARE NOT INSTALLED ON
THE CARGO VERSION
PIVOT POINT
PIVOT POINT
9. McCAULEY PROPELLER GROUND CLEARANCE –
STANDARD TIRES AND NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR
BARREL EXTENDED 3 5/8 IN: 11 1/4 IN.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED: 2 1/2 IN.
10. McCAULEY PROPELLER GROUND CLEARANCE –
STANDARD TIRES, EXTENDED NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR
BARREL EXTENDED 3 5/8 IN: 14 3/4 IN.
• NOSE TIRE DEFLATED AND STRUT FULLY
COMPRESSED: 5 7/8 IN.
7. HARTZELL PROPELLER GROUND CLEARANCE WITH
STANDARD TIRES AND NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR BARREL
EXTENDED 3 5/8 IN: 14 1/4 IN.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED: 5 1/2 IN.
8. HARTZELL PROPELLER GROUND CLEARANCE WITH
STANDARD TIRES AND EXTENDED NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR BARREL
EXTENDED 3 5/8 IN: 17 3/4 IN.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED: 8 7/8 IN.
52 FT – 1 IN
11 FT – 8 IN
100 IN (HARTZELL)
106 IN (McCAULEY)
Figure 1-3. Exterior Dimensions—208B
1-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
63 FT 9 IN (WITH STROBE LIGHTS)
31 FT 10 1/2 IN (WITH STROBE LIGHTS)
12 FT 11.6 IN
11 FT 8 IN
NOTE:
MINIMUM TURNING RADIUS WITH BRAKE
LOCKED, FULL RUDDER AND POWER
Figure 1-4. Minimum Turning Radius—208
FOR TRAINING PURPOSES ONLY
1-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
65 FT 4 7/8 IN (WITH STROBE LIGHTS)
32 FT 8 5/8 IN (WITH STROBE LIGHTS)
14 FT 10 IN
13 FT 3 IN
NOTE:
MINIMUM TURNING RADIUS WITH INBOARD
WHEEL BRAKE LOCKED, FULL RUDDER
AND POWER
Figure 1-5. Minimum Turning Radius—208B
1-6
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
AIRPLANE SYSTEMS
The following is a brief overview of the airplane systems in the Cessna Caravan I.
These Cessna Caravan I systems are discussed:
most general electrical and all avionics circuits
is through two general buses, two avionics buses,
and a battery bus.
An optional standby electrical system, which includes an engine-driven alternator and separate
busing system also may be in the airplane.
• Warnings and Annunciators
• Electrical System
LIGHTING SYSTEM
• Lighting System
Exterior lighting includes:
• Fuel System
• Three navigation lights
• Powerplant
• Two landing lights
• Ice and Rain Protection
• Two taxi-recognition lights
• Landing Gear and Brakes
• Two strobe lights
• Flight Controls
• Flashing beacon
• Oxygen System
• Two underwing courtesy lights
Detailed descriptions of these systems are in the
individual chapters of this training manual.
WARNINGS AND
ANNUNCIATORS
The annunciator panel is at the top edge of the
instrument panel directly in front of the pilot.
The panel contains separate indicator lamps
that illuminate green, amber, or red when a specific condition occurs in the airplane system that
associates with the light.
A green lamp illuminates to indicate a normal
or safe condition in the system. An amber lamp
illuminates to indicate a cautionary condition
exists that may or may not require immediate
corrective action. When a hazardous condition
exists requiring immediate corrective action, a
red lamp illuminates.
Control of all exterior lights is by toggle
switches on the lighting control panel on the
left side of the instrument panel.
Integral flood and post lights provide instrument and control panel lighting. Four concentric dual lighting control knobs grouped together
on the lower part of the instrument panel to the
left of the control pedestal.
FUEL SYSTEM
The airplane fuel system includes:
• Two vented, integral fuel tanks with
shutoff valves
• Fuel-selectors-off warning system
• Fuel reservoir
• Ejector fuel pump
• Electric auxiliary boost pump
ELECTRICAL SYSTEM
• Reservoir manifold assembly
The airplane has a 28-VDC electrical system. It
uses a 24-volt, 40-ampere-hour NiCad battery or
a 24-volt, 45-ampere-hour lead-acid battery as
a source of electrical energy and a 200-amp (or
optional 300-amp) engine-driven starter-generator to maintain the the battery charge. Power to
• Firewall shutoff valve
• Fuel f ilter
• Oil-to-fuel heater
• Engine-driven fuel pump
• Fuel control unit
FOR TRAINING PURPOSES ONLY
1-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
• Flow divider
LANDING GEAR AND BRAKES
• Dual manifolds
The tricycle landing gear has a steerable nosewheel and two main wheels. Shock absorption
is by the following:
• Fourteen fuel nozzle assemblies
• Fuel can and drain
Fuel flows from the tanks through the two fuel
tank shutoff valves at each tank. Mechanical
control of the fuel tank shutoff valves is by two
f u e l s e l e c t o r s o n t h e ov e r h e a d p a n e l .
Manipulate the fuel selectors to select either
left or right fuel tanks, or both at the same time.
Normal operation is with both tanks on.
POWERPLANT
A Pratt and Whitney of Canada, Ltd. PT6A114A free-turbine, two-shaft engine powers the
airplane. It is flat rated at 675 shaft horsepower. Some earlier aircraft were powered by
a PT6A-114 engine rated at 600 shaft horsepower. The engine drives a constant-speed,
full-feathering, reversible, hydraulically actuated aluminum three-blade propeller manufactured by McCauley. (An option on earlier SNs
offered a similar composite propeller manufactured by Hartzell.)
ICE AND RAIN PROTECTION
The Cessna Caravan I has an ice and rain protection package on the aircraft. The flight-into-knownicing equipment package consists of:
• Pneumatic deicing boots on:
• Wings and wing struts
• Main landing gear legs
• Cargo pod nosecap
• Horizontal and vertical stabilizer leading edges
• Electrically heated propeller blade antiice boots
• Detachable electric windshield anti-ice
panel
• Pitot-static heat system
• Standby electrical system
• Stall heat
1-8
• The tubular spring-steel main landing
gear struts
• Interconnecting spring-steel tube between the two main landing gear struts
• Nose gear oil-f illed shock strut and
spring-steel drag link
Each main gear wheel has a hydraulically actuated single-disc brake on the inboard side of
each wheel.
FLIGHT CONTROLS
The flight control system includes:
• Conventional aileron, elevator, and rudder control surfaces
• A pair of spoilers above the outboard
ends of the flaps
Flight controls are manually operated by a
mechanical linkage using a control wheel for
the ailerons, spoilers, and elevator, and rudder-brake pedals for the rudder. The wing
spoilers improve lateral control of the airplane at low speeds by disrupting lift over the
appropriate flap.
The system includes aileron, elevator, and
rudder trim systems that operate manually. A
trimmable servo tab that attaches to the right
aileron provides aileron trimming. Accomplish
elevator trimming through two elevator trim
tabs. A vertically mounted trim control wheel
on the top left side of the control pedestal
controls the elevator trim tabs. Accomplish
rudder trimming through the trim control wheel
on the control pedestal, which is attached to
the forward rudder torque tube and nose gear
steering push rod.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
OXYGEN SYSTEM
• Lacquer Thinners
An oxygen system provides supplementary
oxygen necessary for continuous flight at high
altitude. On the standard 208 it is a 10-port system. On the 208B it is a 13-port oxygen system. Each has a 116.95-cubic-foot capacity. On
the 208 Cargo Master and 208B Super Cargo
Master it is a two-port system with a 50.67cubic foot capacity.
• C o m m e r c i a l o r h o u s e h o l d w i n d ow
cleaning sprays
The oxygen cylinder is in the tail cone and has
a pressure regulator that reduces the cylinder
pressure to an operating pressure of 70 psi. A
pressure gage on the overhead console indicates cylinder pressure. The regulator has a
shutoff valve that is controlled by a remote shutoff valve control lever in the overhead console.
LIMITATIONS
WINDSHIELD/WINDOW
CLEANING AND CARE
The windshield and windows are constructed of
cast acrylic. The surface hardness of acrylic is
approximately equal to that of copper or brass.
Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated. Canvas
covers may scratch the plastic surface. When
cleaning and waxing the windshield and windows, use only the materials and methods listed
in Table 1-1.
DO NOT use any of the following on windshields and windows:
• Methanol
• Denatured alcohol
• Gasoline
• Benzene
• Xylene
• MEK
• Acetone
NOISE CHARACTERISTICS
Increased emphasis on improving the quality of our environment requires renewed effor t on the par t of all pilots to minimize
effect of airplane noise on the public. Pilots
can demonstrate concern for environmental
improvement by application of the following
suggested procedures, and thereby prevent
undue criticism of aviation by the public:
• Pilots operating aircraft under visual flight
rules (VFR) over outdoor assemblies of
persons, recreational and park areas, and
other noise-sensitive areas should make
every effort to fly not less than 2,000 feet
above the surface, weather permitting,
even though flight at a lower level may be
consistent with the provisions of government regulations.
• During departure from or approach to an
airport, climb after takeoff and descent
for landing should be made so as to avoid
prolonged flight at low altitude near
noise-sensitive areas.
NOTE
The above recommended procedures
do not apply where they conflict with
Air Traffic Control clearances or instructions, or where, in the judgement
of the pilot, an altitude of less than
2,000 feet is necessary for the pilot to
adequately see and avoid other traffic.
The certif icated noise level for the Model
208B at 8,750 pounds maximum weight is
80.1 dB Hartzell, 82.7 McCauley. No determ i n a t i o n h a s b e e n m a d e by t h e Fe d e r a l
Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into,
or out of any airport.
• Carbon Tetrachloride
FOR TRAINING PURPOSES ONLY
1-9
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 1-1. WINDSHIELD AND WINDOW CARE
DESCRIPTION
MANUFACTURER
USE
Mild soap or detergent (hand dishwashing
type without abrasives)
Commercially available
Cleaning windshields and windows
Aliphatic Naphtha Type II conforming to
Federal Specifications TT-N-95
Commercially available
Removing deposits that cannot be
removed with mild soap solution on
acrylic windshields and windows
Polishing wax: (Refer to Note 1)
• Turtle Wax
(paste)
Turtle Wax, Inc.
Chicago, IL 60638
• Great Reflections
Paste wax
E.I. duPont de Nemours
and Co., Inc.
Wilmington, DE 19898
• Slip-stream, Wax
(paste)
Classic Chemical
Grand Prairie, TX 75050
Acrylic polish conforming to Federal
Specification P-P-560, such as:
• Permatex Plastic
Cleaner, No. 403D
• Mirror Glaze
MGH-17
Cleaning and polishing acrylic
windshields and windows
Permatex Company, Inc.
Kansas City, KS 66115
Mirror Bright Polish Co.
Pasadena, CA
Soft cloth, such as cotton flannel or cotton
terry cloth material
Commercially available
Rain repellent conforming to Federal
Specification MIL-W-6882, such as:
REPCON
(Refer to Note 2)
Waxing acrylic windshields and
windows
Applying and removing wax and
polish
Rain shedding on acrylic
windshields.
UNELKO
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.
1-10
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
ELECTRICAL SYSTEM........................................................................................................ 2-3
Description....................................................................................................................... 2-3
Components ..................................................................................................................... 2-3
Controls and Indications.................................................................................................. 2-5
Operation ......................................................................................................................... 2-9
Limitations..................................................................................................................... 2-11
Emergency/Abnormal.................................................................................................... 2-17
STANDBY ELECTRICAL SYSTEM.................................................................................. 2-18
Description .................................................................................................................... 2-18
Controls and Indications................................................................................................ 2-18
Operation ....................................................................................................................... 2-19
QUESTIONS......................................................................................................................... 2-20
FOR TRAINING PURPOSES ONLY
2-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
2-1
Electrical System ..................................................................................................... 2-2
2-2
Lead-Acid Batteries ................................................................................................. 2-4
2-3
NiCad Battery Installation ....................................................................................... 2-4
2-4
Starter-Generator...................................................................................................... 2-5
2-5
Ground Service Receptacle...................................................................................... 2-5
2-6
Left Switch Panel..................................................................................................... 2-6
2-7
External Power Circuit ............................................................................................. 2-7
2-8
Volt/Ammeter Selector Switch ................................................................................ 2-8
2-9
Electrical System—Battery Switch On ................................................................. 2-10
2-10
Electrical System—Battery Start Below 46% NG ................................................ 2-12
2-11
Electrical System—Battery Start Above 46% NG................................................. 2-13
2-12
Electrical System—External Power Start Below 46% NG .................................... 2-14
2-13
Electrical System—External Power Start Above 46% NG .................................... 2-15
2-14
Electrical System—Generator On Battery Charging ............................................ 2-16
FOR TRAINING PURPOSES ONLY
2-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 2
ELECTRICAL POWER SYSTEMS
INTRODUCTION
This chapter provides information on the electrical system in the Cessna Caravan I aircraft. The aircraft also has a standby electrical system. Information on the components
and controls of the system are given in this chapter.
GENERAL
The Cessna Caravan I is equipped with a 28-volt,
direct-current electrical system that uses a 24-volt
battery, and a starter-generator to supply primary
power to the aircraft. Additional power is available
through an external power unit receptacle and a
standby alternator.
DC power is routed through a power distribution bus, a battery bus, an optional standby alternator bus, and avionics buses. Controls and
warnings are provided to the pilot to indicate
emergency and abnormal conditions.
FOR TRAINING PURPOSES ONLY
2-1
2-2
ALTERNATOR
GENERATOR
CONTACTOR
ALT
SHUNT
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
ALTERNATOR
CONTACTOR
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
BATTERY POWER
GROUND
Figure 2-1. Electrical System
STANDBY
POWER CIRCUIT
BREAKER
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
GEN
SHUNT
CESSNA CARAVAN I PILOT TRAINING MANUAL
ELECTRICAL SYSTEM
DESCRIPTION
The Cessna Caravan I has a 28-VDC electrical
system. The system uses a 24-volt battery as a
source of electrical energy and a dual purpose
starter-generator that acts as a motor during engine
start and as a generator after starting.
When operating as a generator, it supplies
power to operate the airplane systems and
maintain the battery state of charge. Power to
most general electrical and all avionics circuits
is through two general buses, two avionics
buses, and a battery bus.
The battery bus energizes continuously for memory keep-alive, clock, and cabin/courtesy light
functions. The two general buses are on when the
BATTERY switch is turned on. All DC buses are
on when the BATTERY switch and the two AVIONICS switches are turned on.
contain the hydrogen gas emitted by the battery during its normal charging cycles. The
battery box is well ventilated to prevent a
concentrated accumulation of hydrogen within
the airframe.
The overboard vent also serves as a drain for
any acid condensate that produces during system charging.
Battery acid is very corrosive and hydrogen gas
is highly explosive. Take measures to protect
yourself and the airplane.
Nicad Batteries
The optional 24-volt, 40-amp-hour (20-cell)
nicad battery is on the right forward side of the
f irewall (Figure 2-3). The use of nicad battery
is due to the following:
• Low maintenance costs throughout its
long service life
• Short recharge time when charged using
the aircraft electrical system
COMPONENTS
• Excellent reliability
Batteries
• Good starting capability
Starting electrical power is supplied by a 24volt, 45-amp-hour lead-acid battery or by a 24volt, 40-amp-hour nicad battery. The battery
is on the right forward side of the f irewall on
a swing-out tray for easy maintenance. The system also has a quick-disconnect to facilitate
battery removal.
Lead-Acid Batteries
The standard battery is a 24-volt 45-amp-hour
lead acid battery. Because of its inherent ability to
absorb voltage spikes, the battery is an important
component of the electrical system. Voltage spikes
are particularly damaging to electronic components. For this reason, ensure the battery is well
maintained and never turn it off during normal
operations.
The battery is in its own manifold-type battery case (Figure 2-2). This is necessary to
Generator Control Unit (GCU)
The generator control unit (GCU) is inside
the cabin on the left forward fuselage side
wall. The unit provides the electrical control
functions necessary for operation of the startergenerator. The GCU provides for automatic
starter cutoff when the engine rpm is above
46%. Below 46%, the starter-generator functions as a starter, and above 46%, with the
starter switched turned to off, it functions as
a generator. The GCU provides voltage regulation and protection from high voltage and reverse current.
Starter-Generator
The starter-generator is on the engine accessory
gearbox at the 12 o’clock position and is driven
by the engine through a splined shaft (Figure 24). It functions as the starter during engine start
FOR TRAINING PURPOSES ONLY
2-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
BOX PIVOT
POWER CABLE
LATCH
RELEASE LATCH
BATTERY VENT LINE
POWER CABLE
FIREWALL
Figure 2-2. Lead-Acid Batteries
POWER QUICK DISCONNECT
TEMPERATURE PROBE
CONNECTION
Figure 2-3. NiCad Battery Installation
2-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 2-4. Starter-Generator
Figure 2-5. Ground Service Receptacle
and becomes the generator once the engine is at
idle speed. The battery or an external power source
powers the starter-generator. The unit incorporates a speed sensor for overspeed protection and
automatic starter shutoff. After engine start, the
unit acts as a 28-volt, 200-amp (or optional 300amp) generator that supplies power to electrical
equipment and charges the battery. The GCU controls the starter-generator when it is operating as
a generator.
c i d e n t a l ly c o n n e c t e d b a c k wa r d s o r t h e
ground service voltage is too high, no power
flows to the electrical system, thereby preventing any damage to electrical equipment.
An integral fan and a blast tube above the oil cooler
in the air inlet on the right forward cowling provides cooling for the starter-generator.
Ground Service Plug
Receptacle
Ground Power Monitor
The ground power monitor is inside the electrical power control assembly on the forward left
side of the firewall. It senses the voltage level
applied to the external power receptacle and
closes the external power contactor when the applied voltage is within the proper limits. The
ground power monitor also senses battery bus
voltage and illuminates the VOLTAGE-LOW
annunciator when battery bus voltage drops to
less than 24.5 volts.
A ground service plug receptacle (Figure 25) per mits the use of an exter nal power
source for cold-weather starting and during
lengthy maintenance work on the electrical
and avionics equipment. External power control circuitry prevents the external power
and battery from connecting together during
the start. The external power receptacle is in
the left side of the engine compartment near
the f irewall.
CONTROLS AND INDICATIONS
The ground service circuit incorporates polarity reversal and overvoltage protection.
Power from the external power source flows
only if the ground service plug is correctly
connected to the airplane. If the plug is ac-
The AVIONICS BUS TIE switch is a two-position toggle switch, guarded in the off position, on the left sidewall switch and CB
panel. Lifting the guard and placing the
switch in the on position connects the No. 1
Most major controls of the electrical system
are on the left switch panel and the CB panel.
The left switch panel contains the controls for
external power, battery, generator, fuel boost,
standby power, ignition, starter, and avionics
(Figure 2-6).
Avionics Bus Tie Switch
FOR TRAINING PURPOSES ONLY
2-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
EXTERNAL POWER
SWITCH
BATTERY SWITCH
FUEL BOOST PUMP
SWITCH
GENERATOR
SWITCH
IGNITION SWITCH
STARTER SWITCH
STANDBY
POWER SWITCH
AVIONICS POWER
SWITCHES
AVIONICS STBY
POWER SWITCH
AVIONICS BUS TIE
SWITCH
Figure 2-6. Left Switch Panel
and No. 2 avionics buses together in the event
of failure of either bus feeder circuit. Since
each avionics bus is supplied power from a
separate fuse on the power distribution bus,
failure of either of those cur rent limiters
causes failure on the affected bus. Placing the
BUS TIE switch to the ON position restores
power to the failed bus. Operation without
both bus feeder circuits may require an avionics load reduction, depending on equipment
in the aircraft.
External Power Switch
The EXTERNAL POWER switch is a three-position, guarded toggle switch on the left sidewall switch and CB panel. The switch has OFF,
STARTER, and BUS positions and is guarded
in the OFF position. When the switch is in the
OFF position, no external power is supplied
to the aircraft circuits except the ground power
2-6
monitor. When the EXTERNAL POWER
switch is in the STARTER position, external
power is applied to the starter circuit only,
and battery power is provided to the main bus
(Figure 2-7). No generator power is available
i n t h i s p o s i t i o n . W h e n t h e E X T E R NA L
POWER switch is in the BUS position, external power is applied to the power distribution
bus, and no external power is available to the
starter. The battery can be connected to the
power distribution bus and external power by
the BATTERY switch; however, it is not recommended to charge the battery using an external power source.
Circuit Breakers
Most of the electrical circuits in the airplane
are protected by pull-off circuit breakers on
the left sidewall switch and CB panel. Six
circuit breakers supplied by the battery bus are
forward of the f irewall, inside the left engine
FOR TRAINING PURPOSES ONLY
ALTERNATOR
GENERATOR
CONTACTOR
ALT
SHUNT
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
ALTERNATOR
CONTACTOR
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
BATTERY POWER
EXTERNAL POWER
2-7
GROUND
Figure 2-7. External Power Circuit
STANDBY
POWER CIRCUIT
BREAKER
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
GEN
SHUNT
CESSNA CARAVAN I PILOT TRAINING MANUAL
cowl. If an overload occurs in any circuit, the
controlling circuit breaker trips, opening the
circuit. After allowing the circuit breaker to
cool for approximately three minutes, it may
be reset.
WARNING
Ensure all circuit breakers are engaged before all flights. Never operate with disengaged circuit breakers
without a thorough knowledge of
consequences.
Volt/Ammeter and Selector
Switch
A volt/ammeter and four-position rotary selector switch are on the left side of the instrument panel to monitor electrical system
operation (Figure 2-8). The selector switch
has GEN, ALT, BATT, and VOLT positions
and selects generator current, standby alternator current, battery charge or discharge current, or system voltage, respectively on the
volt/ammeter. Since the standby alternator
system is optional, the ALT position on the selector switch may be inoperative. The optional
300-amp starter-generator includes some additional markings on the volt/ammeter that
reference its specif ic limitations.
Battery Switch
The BATTERY switch has two positions: ON
and OFF. It is on the left sidewall switch panel.
When the BATTERY switch is in the ON position, battery power is supplied to the two general
buses. The OFF position deactivates power to all
buses except the battery bus.
Starter Switch
The STARTER switch is a three-position toggle switch on the left sidewall switch panel.
It has three positions: OFF, START, and
MOTOR. The OFF position shuts off the ignition system. The START position energizes
the engine ignition system provided the ignition switch is in the NORMAL position. Once
the engine has reached a self sustaining speed,
the starter switch must be manually positioned
to OFF for generator operation.
The MOTOR position motors the engine without having the ignition circuit energized. It is
used for motoring the engine when an engine
start is not desired. This action clears fuel from
the engine. The MOTOR position is springloaded back to the OFF position. An interlock
between the MOTOR position of the STARTER
switch and the IGNITION switch prevents the
starter from motoring unless the IGNITION
switch is in the NORM position. This prevents
unintentional motoring of the engine with the
ignition on.
Generator Switch
The GENERATOR switch is a three-position
toggle switch on the left sidewall switch panel.
It is spring-loaded to the center ON position
and can be pressed, momentarily, to either the
RESET or TRIP position.
Avionics Power Switches
Figure 2-8. Volt/Ammeter Selector Switch
2-8
T h e av i o n i c s p owe r sw i t c h e s a r e t og g l e
switch/breakers on the left sidewall switch
panel. One switch controls power to the No.
1 avionics bus. The other switch controls power
to the No. 2 avionics bus. The switches are la-
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
beled “AVIONICS” and are on in the forward
position and off in the aft position.
Inverter Selector Switch
Two inverters are on 208B airplanes with the
KFC-250 autopilot. Both the main inverter (No.
1) and the spare inverter (No. 2) are beneath the
front passenger floor and operate from DC power
supplied through two circuit breakers on the main
bus. The inverter selector switch has INV 1, INV
2, and center OFF positions and is below the
avionics stack. When either INV position is selected and the BATTERY switch is on, 115 VAC
and 26 VAC are supplied to the respective buses.
BATTERY HOT Annunciator
The nicad battery assembly has a battery
overheat warning system. A battery temperature sensor is between the cells of the battery to measure battery temperature. When
the battery temperature is 140–160°F, the
amber BATTERY HOT annunciator illuminates. This indicates a cautionary condition
exists that may or may not require immediate corrective action.
BATTERY OVERHEAT
Annunciator
When battery temperature exceeds 160°F, the red
BATTERY OVERHEAT annunciator illuminates,
indicating a hazardous condition exists which requires immediate corrective action.
NOTE
T h e P i l o t O p e ra t i n g H a n d b o o k
(POH) states that if either the BATTERY HOT or the BATTERY OVERH E AT a n n u n c i a t o r i l l u m i n a t e s ,
position the BATTERY switch to
OFF to prevent battery damage.
VOLTAGE LOW Annunciator
The VOLTAGE LOW annunciator illuminates when
the battery bus voltage is below 24.5 volts.
GENERATOR OFF Annunciator
In the event of a high-voltage or reverse-current
condition, the generator automatically disconnects from the buses. The GCU controls the generator contactor, which connects the generator
output to the power distribution bus. If any GCU
function causes the generator contactor to deenergize, the red GENERATOR OFF annunciator
illuminates.
STARTER ENERGIZED
Annunciator
When the starter is in the starter mode, it ill u m i n a t e s t h e S TA RT E R E N E R G I Z E D
annunciator.
OPERATION
Preflight
During the preflight internal inspection, ensure all switches are in the OFF position and
all circuit breakers are pushed in.
Verify radar is in the OFF position. If the aircraft
has an air conditioner, make sure it is in the OFF
position. If the aircraft has an inverter switch, ensure it also is in the OFF position.
The avionics need to be cooled by the avionics cooling fan during operation. Prior to
checking the avionics cooling fan audibly,
turn the BATTERY switch to the ON position.
Verify the fan is operating properly by placing the No. 2 AVIONICS toggle switch to the
ON position and listening. Once verif ication
has been made, turn off the AVIONICS switch
and then turn off the BATTERY switch.
Starting
When the BATTERY switch is in the ON position, battery power is applied to the battery
contactor and the battery connects to the power
distribution bus, the internal start contactor,
and the generator contactor (Figure 2-9).
Battery voltage also applies to the GCU to
provide line contactor sense. When the BAT-
FOR TRAINING PURPOSES ONLY
2-9
2-10
ALTERNATOR
GENERATOR
CONTACTOR
ALT
SHUNT
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
STANDBY
POWER CIRCUIT
BREAKER
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
ALTERNATOR
CONTACTOR
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
BATTERY POWER
GROUND
Figure 2-9. Electrical System—Battery Switch On
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
GEN
SHUNT
CESSNA CARAVAN I PILOT TRAINING MANUAL
TERY switch is in the OFF position, the battery contactor opens and battery voltage applies only to the battery bus.
full capacity. This higher voltage also extinguishes the VOLTAGE LOW annunciator.
Figure 2-10 shows the conf iguration of the
electrical system when the BATTERY switch
is ON, the STARTER switch is in START, and
the EXTERNAL POWER switch is in OFF,
with N G below 46%.
Place the avionics power switches in the OFF position prior to turning the BATTERY switch on
or off, starting the engine, or applying an external power source, All avionics may be turned on
or off by operating the AVIONICS power switches
rather than operating all of the individual avionics equipment switches.
When these conditions are met, the GCU signals the internal starter contractor to close, applying power to the starter.
LIMITATIONS
When the speed sensor in the starter-generator senses a speed greater than 46% N G , it
signals the GCU to open the internal start
contactor (Figure 2-11). When the contactor
opens, power is removed from the starter.
The GCU does not bring the generator online
because the STARTER switch is still in the
START position.
When external power is applied to the aircraft,
the configuration is different. Figure 2-12 shows
the circuit with external power connected correctly, the STARTER switch in START, the EXTERNAL POWER switch in starter, and the N G
below 46%. The difference between this start and
a battery start below 46% N G is that the starter
is obtaining power from the external start contactor instead of the internal start contactor.
During an external power start, when NG exceeds
46%, the sequence and configuration are similar to those of a battery start above 46% (Figure
2-13). The difference is the GCU opens the external start contactor instead of the internal
start contactor when the speed sensor signal
exceeds 46% N G.
When engine start has been accomplished and
NG has reached at least 52%, place the
STARTER switch in the OFF position. This signals the generator control unit that the start cycle
has been completed. The GCU then sends a signal to the generator, which produces power. The
GCU also sends a signal to the generator contactor, which closes, applying power to the power
distribution bus (Figure 2-14). Since the battery voltage is lower than the generator output
voltage, the generator recharges the battery to
Limit the maximum avionics load with one
feeder to 30 amps.
Electrical limitations of a specific nature can be
found in the Pilot Operating Handbook (POH).
300-amp Starter-Generator
On the ground, do not exceed a load of 105
amps (f irst triangle on the volt/ammeter) with
the engine power set at ground IDLE (52% N G
minimum).
Do not exceed a load of 170 amps (second triangle on the volt/ammeter) with engine power
set at or above flight IDLE (64% NG minimum).
In flight, the 300-amp starter-generator is certif ied to produce 300 amps (red line on the
volt/ammeter) up to FL180. Above FL180, the
300-amp starter-generator is limited to a load
of 250 amps (third triangle on the volt/ammeter) if the airplane is operating at a speed
below 100 KIAS.
Engine Starting Cycle Limits
Using the airplane battery, the starting cycle is
limited to the following intervals and sequence:
• 30 seconds ON, 60 seconds OFF
• 30 seconds ON, 60 seconds OFF
• 30 seconds ON, 30 minutes OFF
Using external power, the starting cycle is limited to the following intervals and sequences:
FOR TRAINING PURPOSES ONLY
2-11
2-12
ALTERNATOR
GEN
SHUNT
GENERATOR
CONTACTOR
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
STANDBY
POWER CIRCUIT
BREAKER
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
ALTERNATOR
CONTACTOR
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
BATTERY POWER
GROUND
Figure 2-10. Electrical System—Battery Start Below 46% NG
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
ALT
SHUNT
ALTERNATOR
GEN
SHUNT
GENERATOR
CONTACTOR
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
STANDBY
POWER CIRCUIT
BREAKER
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
ALTERNATOR
CONTACTOR
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
BATTERY POWER
GENERATOR POWER
2-13
GROUND
Figure 2-11. Electrical System—Battery Start Above 46% NG
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
ALT
SHUNT
2-14
ALTERNATOR
GENERATOR
CONTACTOR
ALT
SHUNT
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTACTOR
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
STANDBY
POWER CIRCUIT
BREAKER
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
BATTERY POWER
EXTERNAL POWER
GROUND
Figure 2-12. Electrical System—External Power Start Below 46% NG
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
GEN
SHUNT
ALTERNATOR
GENERATOR
CONTACTOR
ALT
SHUNT
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTACTOR
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
STANDBY
POWER CIRCUIT
BREAKER
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
2-15
BATTERY POWER
EXTERNAL POWER
GROUND
GENERATOR POWER
Figure 2-13. Electrical System—External Power Start Above 46% NG
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
GEN
SHUNT
2-16
ALTERNATOR
GENERATOR
CONTACTOR
ALT
SHUNT
EXTERNAL
POWER
SWITCH
ALTERNATOR
CONTACTOR
ALTERNATOR
CONTROL UNIT
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER
SWITCH
EXTERNAL
START
CONTACTOR
EXTERNAL
POWER
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
CONTACTOR
NO. 2
BUS
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
ALTERNATOR
BUS
STANDBY
POWER CIRCUIT
BREAKER
BATTERY
SWITCH
BUS TIE
SWITCH
TO HOURMETER
BATTERY
NO. 1
TO CABIN LIGHTS
NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #1
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION BUS
NO. 2
LEGEND
GENERATOR POWER
GROUND
Figure 2-14. Electrical System—Generator On Battery Charging
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
GEN
SHUNT
CESSNA CARAVAN I PILOT TRAINING MANUAL
• 20 seconds ON, 120 seconds OFF
• 20 seconds ON, 120 seconds OFF
• 20 seconds ON, 60 minutes OFF
30-amp Power Outlet
Power supply is limited to 30 amps.
EMERGENCY/ABNORMAL
Circuit Breaker Malfunctions
If one of the three 30-amp feeder circuit breakers on either bus opens, assume the feeder cable
ground fault has been isolated. Attempting to
reset the circuit breakers prior to troubleshooting is not recommended. The electrical load on
the affected bus needs to be maintained below
the remaining 60-amp capacity.
feeder cable failure, both avionics buses can
be connected to the remaining feeder by closing the guarded avionics bus tie switch. If a
ground fault has occurred on one feeder, it is
n e c e s s a r y t o v e r i f y t h e av i o n i c s p owe r
switch/breaker associated with the affected
feeder is off before the avionics bus tie switch
can restore power to both avionics buses. Turn
off nonessential avionics equipment
Power Failure During Starting
If the external power drops off line during the
start sequence, return the EXTERNAL POWER
switch to the OFF position to reconnect the battery to the starter if motoring of the engine is
needed to prevent the ITT from exceeding its
limits. See POH, Section 4—“Amplif ied
Procedures” for details.
Electrical Fire in Flight
Loss of Electrical Power
Power to components in the aircraft can be
lost due to open circuits and ground faults. The
following are indications of a fault to ground:
• Illumination of the GENERATOR OFF
annunciator
If there is an electrical fire while in flight, turn
the BATTERY switch to the OFF position. Place
the GENERATOR switch in the TRIP position
and then release. Set the STBY PWR switch to
OFF and close the vents. Turn the bleed air heat
switch to the OFF position and activate the fire
extinguisher.
• Sudden dimming of the lights
WARNING
• Contactor chattering
• Circuit breaker tripping
• Arcing noises
Isolate the portion of the system containing the
fault. Disconnect the battery by turning the
BATTERY switch to the OFF position. Follow
the checklist procedures in the POH for generator failure. Monitor the volt/ammeter to ensure
that ground fault currents are shut off and the
capacity of the remaining power sources is not
exceeded.
Partial Avionics Power Failure
Avionics power is supplied to the No. 1 and No.
2 avionics buses from the power distribution
bus in the engine compartment through separate protected feeder cables. In the event of a
Fires produce smoke, which is toxic.
If an electrical f ire occurs in flight,
u s e u s e ox y g e n m a s k s u n t i l t h e
smoke clears. Also after discharging an extinguisher within a closed
cabin, ventilate the cabin.
Turn off all avionics power switches and other
electrical switches.
If the fire appears to be out and electrical power
is necessary for the remainder of the flight, follow procedures outlined in the POH.
Battery Malfunctions
Turn the BATTERY switch to OFF using the
BATTERY HOT and BATTERY OVERHEAT
FOR TRAINING PURPOSES ONLY
2-17
CESSNA CARAVAN I PILOT TRAINING MANUAL
checklist procedures. Use the volt/ammeter (in
the BATT position) to verify that charging current is reduced to zero. A battery temperature
of 160°F is critical. Land as soon as practical.
Generator or Main Bus
Malfunctions
If a momentary fault occurs in the generator
system as evidenced by the GENERATOR
OFF and/or VOLTAGE LOW annunciators illuminating, momentarily place the GENERATOR switch in the RESET position to restore
generator power. If erratic operation of the
generator system is observed, shut off the system by momentarily placing the GENERATOR switch in the TRIP position. After a
suitable waiting period, generator operation
may be restarted by placing the GENERATOR switch momentarily to RESET.
If the red VOLTAGE LOW annunciator illuminates, use the volt/ammeter to verify low bus
voltage. A low or zero reading on the volt/ammeter (in the GEN position) confirms that the charge
is insufficient or the generator output current is
zero. Illumination of the GENERATOR OFF annunciator indicates the generator contactor has disconnected the generator from the power
distribution bus.
Likely causes of a generator trip (disconnection) are:
luminated is the generator not becoming a
generator.
STANDBY ELECTRICAL
SYSTEM
DESCRIPTION
An optional standby electrical system is available
as a power source in the event of main generator
system malfunction (Figure 2-15).
The standby electrical system includes:
• 75-amp alternator, which is belt-driven
from the accessory pad on the rear of the
engine
• Alternator control unit forward of the CB
panel
• Standby alternator contactor assembly
on the left side of the f irewall
• Two switches on the left sidewall switch
panel
CONTROLS AND INDICATIONS
STBY PWR Circuit Breakers
Circuit protection and isolation are provided
by two STBY PWR circuit breakers on the
left sidewall CB panel.
• Line surges
• Tripped circuit breakers
• Accidental switch operation
Follow the checklist procedures in the POH to
restore generator operation.
Starter Malfunctions
If either starter contactor fails to open after
the engine has reached 46% N G , the amber
STARTER ENERGIZED annunciator remains illuminated. It is necessary to shut
down the engine using the checklist procedures and cor rect the malfunction prior to
flight. A result of the annunciator still il-
2-18
STBY PWR Switch/ Guarded
AVIONICS STBY PWR Switch
The STBY PWR switch and the guarded twop o s i t i o n AV I O N I C S S T B Y P W R t og g l e
switch/breaker (see Figure 2-6) control the
standby electrical system.
STBY ELEC PWR ON/STBY
ELEC PWR INOP Annunciators
System monitoring is provided by two amber
STBY ELEC PWR ON and STBY ELEC PWR
INOP annunciators.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
When operating using the standby electrical
system, the maximum electrical load is 75
amps from sea level to 21,000 feet. To ensure
adequate alternator cooling at high altitudes,
reduce the maximum electrical load 5 amps per
1,000 feet above 21,000 feet up to the maximum operating altitude.
Power to the two main buses is limited to 40
amps per bus through two STBY PWR circuit
breakers.
OPERATION
Field excitation to the alternator control unit
is supplied through diode logic from either
a circuit breaker in the standby alternator
a s s e m bly o r t h e K E E P A L I V E 2 c i r c u i t
breaker in the main power relay box. After alternator operation is initiated, the alternator
is self-excited.
Monitor total amperage supplied from the
standby electrical system on the volt/ammeter by placing the selector switch in the ALT
position.
When the standby electrical system turns on,
standby power automatically routes to the
main buses if the system voltage drops to 27.5
v o l t s . T h e AV I O N I C S S T B Y P W R
switch/breaker and the AVIONICS BUS TIE
switch/breaker should be in the ON position
to avoid connecting the standby power system
to a possible fault in the primary power system when operating on standby power.
All main electrical components on current aircraft remain the same. Some earlier aircraft
have 30-amp circuit breakers.
If there is a fault in the primary power relay
box, isolate the primary power supply system. (Pull the six 30-amp bus feeder circuit
b r e a k e r s a n d 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
both the AVIONICS STBY PWR switch and
AVIONICS BUS TIE switch.
FOR TRAINING PURPOSES ONLY
2-19
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. The battery is:
A. In the tail cone
B. Under the right front seat
C. On a swing out tray in front of the
f irewall
D. On the floor behind the pilot seat
6. The volt/ammeter and its associated selector switch are used to read:
A. Generator current
B. Alternator current
C. Battery current
D. All of the above
2. The voltage of the nicad battery is:
A. 24 volts
B. 28 volts
C. 12 volts
D. 32 volts
7. Placing the AVIONICS BUS TIE switch
in the ON position:
A. Ties the avionics bus to the battery
B. Ties the No. 1 avionics bus to the
generator
C. Ties the No. 1 avionics bus to the No.2
avionics bus
D. Disconnects the avionics buses from
each other
3. Immediate cor rective action must be
taken:
A. Upon illumination of the BATTERY
HOT light
B. When battery voltage drops to 24 volts
C. Upon illumination of the BATTERY
OVERHEAT light
D. After 10 minutes of operation with
the BATTERY OVERHEAT light illuminated
4. The generator control unit (GCU) controls
the operation of the:
A. Generator only
B. Starter only
C. Starter-generator
D. Standby electrical system
5. The ground power monitor:
A. Protects the electrical system
B. Controls the external generator
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 rgenerator
D. Regulates generator output
2-20
8. When the EXTERNAL POWER switch is
placed in the BUS position:
A. 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
starter.
B. External power is applied to the avionics bus.
C. External power is applied to the main
bus.
D. Power is sent from the main bus to
the external power receptacle.
9. The 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
generator
C. Is powered by a belt-driven alternator
D. Is actuated by the ground power monitor
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL .............................................................................................................................. 3-1
EXTERIOR LIGHTING ......................................................................................................... 3-2
Description....................................................................................................................... 3-2
Components ..................................................................................................................... 3-2
Controls and Indications.................................................................................................. 3-3
Operation ......................................................................................................................... 3-3
INTERIOR LIGHTING .......................................................................................................... 3-4
Description....................................................................................................................... 3-4
Controls and Indications.................................................................................................. 3-4
Operation ......................................................................................................................... 3-5
QUESTIONS........................................................................................................................... 3-8
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
3-1.
Landing and Taxi-Recognition Lights ..................................................................... 3-2
3-2.
Strobe Light ............................................................................................................. 3-3
3-3.
Flashing Beacon....................................................................................................... 3-3
3-4.
Courtesy Lights........................................................................................................ 3-3
3-5.
Light Control Panel.................................................................................................. 3-4
3-6.
Interior Lighting Control Knobs .............................................................................. 3-5
3-7.
Annunciator Bulb Replacement............................................................................... 3-6
3-8.
Post Light Replacement ........................................................................................... 3-6
3-9.
Control Wheel Map Light Replacement.................................................................. 3-7
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 3
LIGHTING
INTRODUCTION
This chapter describes the lighting systems on the Cessna Caravan I. Information is provided on exterior and interior lighting.
GENERAL
Exterior lighting on the Cessna Caravan I includes navigation lights, landing lights,
taxi/recognition lights, strobe lights, flashing beacon light, and courtesy lights.
Interior lighting includes instrument lighting
and cabin lighting.
FOR TRAINING PURPOSES ONLY
3-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
EXTERIOR LIGHTING
DESCRIPTION
The exterior lighting system provides the necessary illumination for day or night aircraft operation. The exterior lights include:
• Navigation lights on each wingtip and
one on the tail cone
• Landing lights on each wing
• Taxi-recognition lights on each wing
• Strobe lights on each wingtip
• One flashing beacon on top of the tail
• Courtesy lights under each wing
COMPONENTS
Navigation Lights
Conventional navigation lights are on the
wingtips and tail cone stinger. The lights are
protected by the NAV LIGHT circuit breaker
on the CB panel.
Landing Lights
A landing light in the leading edge of each
wing provides illumination of the area forward of the aircraft during landing and takeoff (Figure 3-1).
NOTE
It is not recommended that the landing lights be used to enhance the conspicuity of the airplane in the traffic
pattern or enroute, because of their rela t ive ly s h o r t s e r v i c e l i f e . T h e
taxi/recognition lights have considerably longer service life and are designed for this purpose, if desired.
Taxi-Recognition Lights
A taxi-recognition light is inboard of each landing light in the leading edge of each wing (Figure
3-1). The lights provide illumination of the area
forward of the airplane during ground operation
and taxing. The lights also make the airplane
more visible in the traffic pattern or enroute. The
taxi-recognition lights are protected by the TAXI
LIGHT circuit breaker on the CB panel.
Strobe Lights
The strobe light system includes a strobe light
with remote power supply on each wingtip
(Figure 3-2). The lights enhance anticollision
protection for the airplane and are required for
night operations. The strobe lights are protected by the STROBE LIGHT circuit breaker
on the CB panel.
WARNING
Strobe lights should be turned off when
taxiing. Ground operation of the high intensity anti-collision lights can be considerable annoyance to ground personnel
and other pilots. Do not operate the anticollision lights in conditions of fog, clouds,
or haze as the reflection of the light beam
can cause disorientation or vertigo.
Flashing Beacon Light
Figure 3-1. Landing and Taxi-Recognition
Lights
3-2
A red flashing beacon light is on the top of the
vertical f in as additional anticollision protection in flight and for recognition during ground
operation (Figure 3-3). The light is visible
through 360°. The flashing beacon light is
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 3-2. Strobe Light
Figure 3-4. Courtesy Lights
CONTROLS AND INDICATIONS
Toggle switches on the lighting control panel
on the left side of the instrument panel control all exterior lights (Figure 3-5). The toggle switches are on in the up position and off
in the down position:
Figure 3-3. Flashing Beacon
protected by the BEACON LIGHT circuit
breaker on the CB panel.
WARNING
The flashing beacon should not be
used when flying through clouds or
overcast; the flashing light reflected
from water droplets or particles in
the atmosphere; particularly at night,
can cause disorientation or vertigo.
• STROBE switch—Controls the strobe
lights on the wingtips.
• NAV switch—Turns the navigation lights
on the wingtips and on the tail cone on
and off.
• BCN switch—Controls the beacon light
on top of the vertical stabilizer.
• LEFT LDG Switch—Turns the left landing light on and off.
• TAXI/RECOG switch—Turns the taxirecognition lights on and off during
ground operations.
• RIGHT LDG switch—Turns the right
landing light on and off.
Courtesy Lights
OPERATION
One courtesy light is under each wing (Figure
3-4). The lights illuminate the area outside of
the airplane adjacent to the crew entry doors.
The lights operate in conjunction with the
cabin lights and are controlled by the cabin
light switches.
Refer to the Pilot Operating Handbook (POH),
Section 7 for further information regarding operation of the exterior lighting.
FOR TRAINING PURPOSES ONLY
3-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
Floodlights
Floodlights illuminate the left sidewall panel,
the right sidewall panel, and circuit breakers.
Maplight
The pilot uses the maplight for checking maps and
other flight data during night operations.
Cabin Lights
Four cabin lights are in the interior of the aircraft. These lights assist in boarding, exiting,
loading, and unloading cargo. The lights are
above the center of the forward cabin.
Passenger Reading Lights
Passenger reading lights may be near each of
the aft passenger positions. The lights are located in 11 small convenience panels above
each seat.
NO SMOKING /SEAT BELT Light
A lighted warning sign in the cabin headliner
above the right side of the forward cabin area
informs passengers when to fasten their seat
belts and if no smoking is in effect.
CONTROLS AND INDICATIONS
Figure 3-5. Light Control Panel
INTERIOR LIGHTING
DESCRIPTION
Postlights
Postlights illuminate the left and right instrument panels.
Instrument Panel Lights
Lighting of the instrument panel is provided
by integral, flood, and postlights. The integral lighting illuminates the HSI, FCI, and
radio instruments.
3-4
Four concentric dual lighting control knobs are
grouped together on the lower part of the instr ument panel to the left of the control
pedestal (Figure 3-6). These controls vary the
intensity of the instrument panel, left sidewall switch and CB panel, pedestal, and overhead panel lighting.
CABIN Switch
The CABIN toggle switch on the lighting control panel (see Figure 3-5) and a rocker switch
just forward of the cargo door on the inside left
sidewall control the four overhead panel lights
in the interior of the aircraft. The switches
also control the courtesy light under each
wing. There is also a rocker switch just forward
of the airstair door on the interior right side
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
R FLT PANEL–R FLOOD Control
Knobs
The outer R FLT PANEL knob varies the intensity of the postlights that illuminate the
right instrument panel. The inner R FLOOD
knob varies the brightness of the right floodlight on the left overhead panel. Clockwise rotation of either knob increases lamp brightness
and counterclockwise rotation decreases
brightness.
LWR PANEL/PED/OVHD
SW/CKT BKR Control Knobs
The large LWR PANEL/PED/OVHD knob
varies the intensity of the postlights and floodlights illuminating the lower portion of the
instrument panel, pedestal, overhead panel,
and OAT gauge.
Figure 3-6. Interior Lighting Control Knobs
of the passenger model aircraft. Actuating either of these switches turns on the cabin lights
regardless of the corresponding position of
the other switches. This light circuit does not
require power to be applied to the main electrical system buses for operation.
NO SMOKE Switch
The NO SMOKE toggle switch on the lighting control panel turns the NO SMOKING
light ON and Off.
L FLT PANEL–L FLOOD Control
Knobs
The large L FLT PANEL outer knob varies the
intensity of the postlights that illuminate the
left instrument panel. The small L FLOOD
inner knob varies the brightness of the left
f l o o d l i g h t o n t h e r i g h t ove r h e a d p a n e l .
Clockwise rotation of either knob increases
lamp brightness and counterclockwise rotation
decreases brightness.
The small SW/CKT BKR knob varies the intensity of floodlights illuminating the left
sidewall panel and circuit breaker.
ENG INST/RADIO Control Knobs
The large ENG INST knob varies the intensity
of the postlights, which illuminate the engine instruments on the top center panel and also the
dimmable lamps on the annunciator panel. The
smaller RADIO knob controls the integral lights
in the avionics equipment.
Control Wheel Maplight Switch
This light is on the bottom of the pilot control
wheel and controls the illumination of the
lower cabin in front of the pilot.
OPERATION
Maintenance Considerations
Bulb Replacement During Flight
Following is a description of the procedure for
replacing some of the bulbs in the cockpit that
can be done in flight. It is suggested that spare
bulbs be stored in the map compartment.
FOR TRAINING PURPOSES ONLY
3-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
However, if a spare bulb is not available, an
identical bulb from other lights can be substituted for the defective bulb. For a listing of
other bulb requirements and specif ic tools
needed refer to the Aircraft Maintenance
Manual (AMM).
Annunciator Panel Lights
To replace the lamps in the annunciator panel,
push in on the face of the annunciator and release it quickly, allowing it to pop out (Figure
3-7). Pull the assembly out to the limit of its
hinged retainer and allow it to rotate 90° down.
The retainer keeps the light assembly suspended
in this position. Lift the defective bulb out of
the assembly and replace it with an MS25237327 bulb. The IGNITION ON light assembly
uses an MS25237-8918 14-volt bulb. For reassembly, rotate the light assembly upward into
position and press into place.
Each light assembly contains two bulbs and,
if necessary, remains suff iciently illuminated
with one bulb defective.
Post Lights
To replace postlight bulbs, grasp the lens cap
and pull straight out from the socket (Figure
3-8). Pull the bulb from the cap and replace it
with an MS25237-327 bulb. Replace the cap
in the socket and rotate it to direct the light in
the desired direction.
Figure 3-7. Annunciator Bulb
Replacement
Control Wheel Map Lights
To replace the control wheel map light bulb,
grasp the rim of the bulb, push it straight up, and
turn counterclockwise as far as possible. Then
pull the bulb straight down and out of the socket
(Figure 3-9). The replacement bulb is a 24RB.
To install the new bulb in the socket, align the
pins on the bulb with the slots in the socket and
then push straight up and rotate the bulb clockwise as far as possible.
Figure 3-8. Post Light Replacement
3-6
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 3-9. Control Wheel Map Light
Replacement
FOR TRAINING PURPOSES ONLY
3-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. Use landing lights during:
A. Landing and takeoff
B. Landing only
C. Taxiing
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
4. The courtesy lights are controlled by the:
A. Exterior lighting switch
B. Cabin light switches
C. Landing light switch
D. Battery switch
5. The flashing beacon is used for:
A. Anticollision protection
B. Recognition during ground operations
C. Operation in instrument conditions
D. Both A and B
3-8
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
DESCRIPTION ....................................................................................................................... 4-2
CONTROLS AND INDICATIONS ........................................................................................ 4-2
Dimming Controls ........................................................................................................... 4-2
Annunciators.................................................................................................................... 4-2
OPERATION........................................................................................................................... 4-2
Test................................................................................................................................... 4-2
QUESTIONS........................................................................................................................... 4-5
FOR TRAINING PURPOSES ONLY
4-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATION
Figure
4-1
Title
Page
DAY–NIGHT Switch ............................................................................................... 4-2
TABLE
Table
4-1
Title
Page
Annunciator Panel.................................................................................................... 4-3
FOR TRAINING PURPOSES ONLY
4-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system on the Cessna Caravan I provides warnings of equipment
malfunctions, indications of unsafe operating conditions requiring immediate attention,
and indication that some specif ic systems are in operation.
GENERAL
The annunciator panel for the Cessna Caravan
I is immediately above the pilot flight instrument group, just below the glareshield. It contains red, amber, and green annunciators to
indicate system conditions and malfunctions.
An illuminated red annunciator indicates a
hazardous condition that requires immediate
corrective action. An illuminated amber annun-
ciator indicates a cautionary condition that
may not require immediate corrective action.
An illuminated green annunciator indicates a
normal or safe condition and requires no action. The annunciator panel is equipped with
both testing and dimming features.
FOR TRAINING PURPOSES ONLY
4-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
DESCRIPTION
ANNUNCIATORS
With the exception of the aircraft data acquisition system (ADAS+), low airspeed warning, terrain awareness and warning system
(TAWS), and GPS, the majority of aircraft
system annunciators are on the annunciator
panel. The locations of various annunciators
on the annunciator panel vary slightly among
models. Examples of the annunciator panels
are shown in a foldout in the “Appendix B”
tab of this manual.
CONTROLS AND
INDICATIONS
The annunciators, their colors, and causes for
illumination are shown in Table 4-1.
Figure 4-1. DAY–NIGHT Switch
DIMMING CONTROLS
Immediately to the left of the annunciator
panel is a DAY–NIGHT switch (Figure 4-1).
When the DAY position is selected, any annunciator that is illuminated is at full intensity.
When the NIGHT position is selected, the intensity of the green annunciators and some of
the amber annunciators can be controlled down
to a preset minimum intensity by the ENG
INST lighting rheostat knob on the cockpit
lighting control panel. The panel is on the
middle lower portion of the instrument panel.
NOTE
If a red or a nondimmable amber annunciator illuminates at night and
becomes an unacceptable distraction to the pilot because of its brightness, it may be extinguished for the
remainder of the flight by pushing in
on the face of the light assembly and
allowing it to pop out. However, extreme caution should be observed
during operations utilizing this procedure. To reactivate the annunciat o r, p u l l t h e l i g h t a s s e m bly o u t
slightly and push back in.
4-2
OPERATION
TEST
Test the integrity of all annunciators by pressing the LAMP TEST switch to the left of the
a n n u n c i a t o r p a n e l . W h e n a c t iva t e d, t h e
LAMP TEST switch illuminates all annunciators and activates both of the fuel-selector-off warning horns.
Any lamps that fail to illuminate can be easily
replaced by the pilot. In order to replace the
lamp, depress the face of the failed light assembly and allow it to pop out. Pull the assembly
out to the limit of its hinged retainer, and allow
it to rotate 90° down. A retainer keeps the light
assembly suspended in this position. Lift the defective lamp out of this assembly, and replace
it with a MS25237-327 lamp (MS25237-8918
14-volt lamp in IGNITION ON light assembly
only). When the defective lamp has been replaced, rotate the light assembly upward into position and press into place.
NOTE
Each light assembly contains two
lamps and remains sufficiently illuminated with one lamp defective.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 4-1. Annunciator Panel
ANNUNCIATOR
CAUSE FOR ILLUMINATION
An excessive temperature condition and/or possible fire has occured in the engine
compartment.
Indicates engine oil pressure is less than 38 psi.
The generator is not connected to the power distribution bus.
The emergency power lever is advanced out of the NORMAL position.
Electrical system bus voltage is below 24.5 volts, and power is being supplied from
the battery.
The vacuum system suction is less than approximately 3.0 in. Hg.
The fuel level in the reservoir tank is approximately one-half full or less.
One or both fuel tank selectors are off, the fuel selector warning circuit breaker is
not set or the start control circuit breaker is not set.
One or both upper rear doors are not properly secured.
The auxiliary fuel pump is operating.
Fuel pressure in the fuel manifold assembly is below 4.75 psi.
The starter-generator is operating in the starter mode.
Fuel quantity in the left fuel tank is 25 gallons or less.
Fuel quantity in the right fuel tank is 25 gallons or less.
Standby alternator is supplying electrical power to the bus.
FOR TRAINING PURPOSES ONLY
4-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 4-1. ANNUNCIATOR PANEL (Cont)
ANNUNCIATOR
CAUSE FOR ILLUMINATION
Indicates that metal chips have been detected in the accessory gearbox case of
the engine.
Indicates that metal chips have been detected in the reduction gearbox case of the
engine.
Electrical power is not available from the standby alternator.
Electrical power is being supplied to the engine ignition system.
Electrical power is being supplied to the windshield anti-ice power relay.
Pressure in the deice boot system has reached approximately 15 psig.
BATTERY
OVERHEAT
BETA
GENERATOR
OVERHEAT
BATTERY
HOT
STDBY ALT
OVRHT
ENGINE
ETM
BELOW
ICING
MIN SPD
4-4
The electrolyte temperature in the NiCad battery is at least 160°F.
(Included only with NiCad battery-equipped aircraft.)
Indicates when the propeller blade angle has been reduced into the beta range.
(Not required for US certification.)
Indicates that the temperature of the cooling air being exhausted from the startergenerator exceeds 300°F. (Not required for US certification.)
The electrolyte temperature in the NiCad battery is at least 140°F. (included only
with NiCad equipped aircraft).
The 75-amp alternator cooling air is at least 300°F (not required for US
certification).
Engine Trend monitor has two annunciators. The white annunciator illuminates if an
engine limitation has been exceeded. The amber annunciator illuminates if the
event exceeds Pratt & Whitney time frames.
The annunciator illuminates when the prop heat switch is in the AUTO position
and the airspeed has been reduced to less than 110 KIAS.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. Pressing the LAMP TEST switch:
A. Illuminates all green annunciators
B. Illuminates all red annunciators
C. Illuminates all annunciators
D. I l l u m i n a t e s a l l a n n u n c i a t o r s a n d
sounds the fuel-selector-off warning
horns
2. Placing the DAY–NIGHT switch in the
NIGHT position:
A. Dims all illuminated annunciator
lamps
B. Dims only the illuminated green annunciator lamps
C. Dims only the illuminated red annunciator lamps
D. Dims all illuminated green and some
amber annunciators
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
DESCRIPTION ....................................................................................................................... 5-3
COMPONENTS ...................................................................................................................... 5-3
Drain Valves..................................................................................................................... 5-3
Fuel Boost Pumps............................................................................................................ 5-4
Fuel Filter......................................................................................................................... 5-4
CONTROLS AND INDICATIONS ........................................................................................ 5-4
FUEL TANK SELECTORS ............................................................................................ 5-4
Firewall Fuel Shutoff Valve ............................................................................................. 5-4
Auxiliary Boost Pump Switch......................................................................................... 5-5
FUEL SELECT OFF Annunciator .................................................................................. 5-5
Warning Horns................................................................................................................. 5-5
Fuel Filter Bypass Flag ................................................................................................... 5-5
Fuel Flow Indicator.......................................................................................................... 5-5
Fuel Quantity Indicator.................................................................................................... 5-5
FUEL LOW Annunciators ............................................................................................... 5-6
RESERVOIR FUEL LOW Annunciator .......................................................................... 5-6
FUEL PRESS LOW Annunciator.................................................................................... 5-6
AUX FUEL PUMP ON Annunciator .............................................................................. 5-7
OPERATION........................................................................................................................... 5-7
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Preflight ........................................................................................................................... 5-7
LIMITATIONS ........................................................................................................................ 5-8
Fuel Quantity Indicators .................................................................................................. 5-8
Approved Fuel Grades (Specifications) .......................................................................... 5-8
EMERGENCY/ABNORMAL ................................................................................................ 5-9
Fuel System Malfunction/Inadvertent Fuel Flow Interruption ...................................... 5-9
QUESTIONS......................................................................................................................... 5-11
5-ii
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
5-1
Fuel System.............................................................................................................. 5-2
5-2
Fuel Filter Bypass Flag ............................................................................................ 5-3
5-3
Fuel Tank Selectors .................................................................................................. 5-4
5-4
Fuel Shutoff Valve.................................................................................................... 5-4
5-5
Auxiliary FUEL BOOST Pump Switch .................................................................. 5-5
5-6
Fuel Flow and Quantity Indicators .......................................................................... 5-6
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents information on the fuel system of the Cessna Caravan I. A single
integral fuel tank in each wing stores fuel. The fuel distribution system provides fuel to
the engine from either or both tanks. Warnings and indicators are provided to the pilot
for safety.
GENERAL
The airplane fuel system includes two vented,
integral fuel tanks with shutoff valves, a fuelselector-off warning system, a fuel reservoir,
an ejector fuel pump, an electric auxiliary
boost pump, a reservoir manifold assembly, a
f irewall shutoff valve, a fuel f ilter, an oil-tofuel heater, an engine-driven fuel pump, a fuel
control unit, a flow divider, dual manifolds, and
14 fuel nozzle assemblies (Figure 5-1).
FOR TRAINING PURPOSES ONLY
5-1
5-2
FUEL
MANIFOLD
FUEL CAN
AND DRAIN
VENT
FLOW
DIVIDER/
DUMP VALVE
FUEL FLOW
TRANSDUCER
FOR TRAINING PURPOSES ONLY
FUEL FILTER
BYPASS
INDICATOR
ENGINE DRIVEN
FUEL PUMP
FUEL
HEATER
FUEL
FILTER
FIREWALL
SHUTOFF
VALVE
LEGEND
FIREWALL
VENT
CONTROL/BIAS PRESSURE
VENT
RESERVOIR
MANIFOLD
ASSEMBLY
MOTIVE FLOW PRESSURE
BOOST PUMP PRESSURE
P
BOOST PUMP
BYPASS/DRAIN FUEL
MAIN EJECTOR
PUMP
FUEL INSIDE TANK
RESERVOIR
LOW-FUEL SENSOR
FUEL QUANTITY
TRANSMITTERS
FUEL QUANTITY
TRANSMITTERS
FUEL DRAIN
RESERVOIR
FUEL CAP
FUEL CAP
SHUTOFF
VALVES
RIGHT FUEL TANK
LEFT FUEL TANK
FUEL LOW
SWITCH
FUEL SWITCH
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
FUEL DRAINS
FUEL LOW
SWITCH
SHUTOFF
VALVES
Figure 5-1. Fuel System
FUEL DRAINS
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
CESSNA CARAVAN I PILOT TRAINING MANUAL
FUEL
CONTROL
UNIT
CESSNA CARAVAN I PILOT TRAINING MANUAL
WARNING
Unusable fuel levels for this airplane
were determined in accordance with
Federal Aviation Regulations. Failure
to operate the airplane in compliance
with the Fuel Limitations specified in
Section 2 of the Pilot Operating
Handbook (POH) may 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 reservoir is at the low
point in the fuel system, which maintains a
head of fuel around the ejector boost pump and
auxiliary boost pump contained within the
reservoir. This head of fuel prevents pump
cavitation in low-fuel-quantity situations, especially during in-flight maneuvering. Fuel in
the reservoir is pumped by the ejector boost
pump or by the electric auxiliary boost pump
to the reservoir manifold assembly. The ejector boost pump, which is driven by motive
fuel flow from the fuel control unit, normally
provides fuel flow when the engine is operating. In the event of failure of the ejector boost
pump, the electric boost pump automatically
starts, thereby supplying fuel to the enginedriven pump. The auxiliary boost pump is also
used to supply fuel flow during starting. Fuel
in the reservoir manifold then flows through
a fuel shutoff valve on the aft side of the f irewall. This shutoff valve enables the pilot to stop
all fuel flow to the engine.
After passing through the shutoff valve, fuel
is routed through a fuel f ilter on the front side
of the f irewall. If the fuel f ilter becomes
blocked with foreign material, the f ilter begins bypassing fuel, and a red f ilter bypass
flag on the top of the f ilter extends upward
(Figure 5-2). Fuel from the f ilter is then
routed through the oil-to-fuel heater to the
engine-driven fuel pump, where fuel is delivered under pressure to the fuel control
Figure 5-2. Fuel Filter Bypass Flag
unit. The fuel control unit meters the fuel and
directs it to the flow divider, which distributes the fuel to the dual manifolds and 14 fuel
nozzles in the combustion chamber.
Fuel rejected by the engine on shutdown, drains
into a f ireproof fuel can on the front left side
of the f irewall.
Fuel system venting is accomplished by check
valve-equipped vent lines, one from each fuel
tank, which protrude from the trailing edge of
the wing at the wingtips. The fuel reservoir is
vented to both wing tanks. The fuel vent system
must be operational because complete blockage
results in decreased fuel flow and eventual engine stoppage.
COMPONENTS
DRAIN VALVES
Drain valves are located on:
• The lower surface of each wing at the inboard end of the fuel tank
• On the left side of the cargo pod for podequipped aircraft
• On the underside of the fuselage if the
cargo pod is not installed.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Optional outboard fuel tank drain valves may
also be installed.
The drain valves for the wing tanks are externally
flush-mounted, tool-operated poppet valves.
FUEL BOOST PUMPS
The Cessna Caravan I is equipped with an ejector boost pump and an auxiliary boost pump contained within the fuel reservoir. The ejector boost
pump is used during normal engine operations. It
is driven by motive fuel flow from the fuel control unit and provides fuel flow while the engine
is operating. The auxiliary boost pump operates
for engine starting and when fuel pressure drops
below 4.75 psi. It is controlled by the FUEL
BOOST switch.
Figure 5-3. Fuel Tank Selectors
FUEL FILTER
Raw fuel flowing to the powerplant goes through
a f ilter that removes contaminant particles.
These particles could cause engine stoppage.
The fuel f ilter has a bypass mechanism that
reroutes fuel around the filter if the filter becomes clogged.
CONTROLS AND
INDICATIONS
FUEL TANK SELECTORS
Left and right FUEL TANK SELECTORS are
on the overhead panel and each has ON and OFF
positions (Figure 5-3).
Each selector mechanically controls the position of two fuel tank shutoff valves at each
wing tank.
FIREWALL FUEL SHUTOFF
VALVE
The manual firewall fuel shutoff valve is controlled by a red FUEL SHUTOFF PULL OFF
push-pull knob on the right side of the pedestal
(Figure 5-4). The knob has a press-to-release button in the center that locks the knob in position
when the button is released.
5-4
Figure 5-4. Fuel Shutoff Valve
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
AUXILIARY BOOST PUMP
SWITCH
FUEL SELECT OFF
ANNUNCIATOR
The auxiliary boost pump switch is on the
left sidewall switch and CB panel and is labeled FUEL BOOST (Figure 5-5). The switch
has three positions: OFF, NORM, and ON.
When the switch is in the OFF position, the
auxiliary fuel boost pump is inoperative.
The red FUEL SELECT OFF annunciator is on
the annunciator panel. This warning annunciator alerts the crew that one or both FUEL TANK
SELECTORS is in the OFF position. The annunciator is powered from the ANN PANEL circuit
breaker. Warning functions are described in the
Emergency/Abnormal section of this chapter.
WARNING HORNS
Warning horns sound if one (or both) FUEL
TANK SELECTORS control is in the OFF position. The aural warning system is powered
through the START CONT circuit breaker and
has its own nonpullable FUEL SEL WARN
circuit breaker.
FUEL FILTER BYPASS FLAG
The fuel f ilter has a red f ilter bypass flag
on the top of the f ilter. The extended red
flag is an indication that the fuel f ilter is
clogged and that raw fuel is entering the
power plant. The flag remains up until reset
by a maintenance technician. It must not be
reset by the pilot.
Figure 5-5. Auxiliary FUEL BOOST
Pump Switch
When the switch is in the NORM position,
the pump is armed and operates when fuel
pressure in the fuel manifold assembly drops
below 4.75 psi. This switch position is used for
all normal engine operations in which main
fuel is provided by the ejector boost pump and
the auxiliary boost pump is used as a standby.
When the switch is placed in the ON position,
the auxiliary boost pump operates continuously. This position is used for engine start and
any other time the AUX FUEL PUMP ON annunciator indicates the auxiliary boost pump
is cycling on and off while the switch is in the
NORM position.
FUEL FLOW INDICATOR
A fuel flow indicator at the top of the instrument panel indicates the fuel consumption of
the engine in pounds per hour based on Jet A
fuel (Figure 5-6). The indicator measures the
flow of fuel downstream of the fuel control unit
just before being routed into the flow divider.
When power is removed from the indicator, the
needle stows below zero in the OFF band. The
fuel flow indicator receives power from a
FUEL FLOW circuit breaker on the CB panel.
FUEL QUANTITY INDICATOR
Fuel quantity is measured by eight fuel quantity transmitters (four in each tank) and indicated by two electrically operated fuel
quantity indicators on the upper portion of
FOR TRAINING PURPOSES ONLY
5-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
the instrument panel (Figure 5-6). The fuel
quantity indicators, which measure volume,
are calibrated in pounds (based on the weight
of Jet A fuel on a standard day) and gallons.
An empty tank is indicated by a red line and
the letter E. When an indicator shows an
empty tank, approximately 2.8 gallons remain
in the tank as unusable fuel. The fuel quantity indicators receive power from pull-off
LEFT FUEL QTY and RIGHT FUEL QTY
circuit breakers on the left sidewall switch
and CB panel.
WARNING
Because of the relatively long fuel
tanks, fuel quantity indicator accuracy is affected by uncoordinated
flight or a sloping ramp if reading the
indicators while on the g round.
Therefore, to obtain accurate fuel
quantity readings, verify the airplane
is parked in a laterally level condition, or if in flight, make sure the
airplane is in a coordinated and stabilized condition.
FUEL LOW ANNUNCIATORS
Two amber FUEL LOW annunciators, one for
each wing tank, are on the annunciator panel.
Each annunciator illuminates when the fuel in the
respective tank is 25 gallons or less.
FUEL QUANTITY INDICATOR
RESERVOIR FUEL LOW
ANNUNCIATOR
A red RESERVOIR FUEL LOW warning annunciator is on the annunciator panel. It illuminates
when the level of the fuel in the reservoir drops
to approximately one-half full.
WARNING
There is only enough fuel in the
reservoir for approximately 1-1/2
minutes of engine operation at maximum continuous power after illumination of the RESERVOIR FUEL
LOW annunciator.
FUEL FLOW INDICATOR
FUEL PRESS LOW
ANNUNCIATOR
Figure 5-6. Fuel Flow and Quantity
Indicators
5-6
An amber FUEL PRESS LOW annunciator is
on the annunciator panel. It illuminates when
fuel pressure in the reservoir fuel manifold assembly is below 4.75 psi.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
AUX FUEL PUMP ON
ANNUNCIATOR
An amber AUX FUEL PUMP ON annunciator
is on the annunciator panel. It illuminates when
the auxiliary boost pump is operating, such as
when the auxiliary boost pump switch is placed
in the ON position or when the auxiliary boost
pump switch is in the NORM position and fuel
pressure in the fuel manifold assembly drops
below 4.75 psi.
OPERATION
tom left side of the cowling enables the pilot to
drain the contents of the fuel can into a suitable
container. If it is not drained regularly, the can overflows its contents overboard.
Fuel Drains
Before each flight and after each refueling, use
a clear sampler and drain fuel from the inboard fuel tank sump quick-drain valves, fuel
reservoir quick-drain valve, and fuel f ilter
quick-drain valve. This determines if contaminants are present and that the airplane has been
fueled with the proper fuel.
When a selector is moved to the OFF position, fuel
from the respective wing tank to the reservoir
tank is stopped. Normal fuel management is with
both fuel selectors in the ON position.
The wing tank drain valves are constructed so
that the Phillips screwdriver on the fuel sampler,
which is provided, can be used to depress the
valve. On pod-equipped aircraft the drain valve
for the reservoir is controlled by a double-button, push-pull drain control knob. When pulled
out, fuel from the reservoir drains out the rear
fuel drain pipe adjacent to the drain valve. On
aircraft without the optional pod installed, the
drain valve for the reservoir includes a flushmounted poppet valve, which can be depressed
and then turned to lock the valve open if required.
With the FUEL TANK SELECTORS in the
OFF position, it is possible to start, taxi, and
even take off before fuel in the reservoir tank
is exhausted. Additionally, at high power settings fuel flow from only one wing tank is insuff icient to maintain a full level in the
reservoir tank.
The ball on the turn-and-bank indicator shows
if the airplane is parked with one wing low. If
the airplane is equipped with optional outboard fuel tank sump quick-drain valves, draining of the outboard valve on the low wing is
recommended.
PREFLIGHT
Fuel Selectors
By manipulating the fuel selectors, the pilot
can select either left or right fuel tanks or both
at the same time. Normal operation is with
both tanks on.
Before refueling or when the airplane is parked
on a slope, move one or both fuel selectors to the
OFF position. If only one tank is turned off when
parked on a slope, select the higher wing tank to
the OFF position. This prevents crossfeeding between tanks and reduces the tendency for fuel to
seep from the wing tank vents.
Fireproof Fuel Can
If contamination is detected, drain all fuel
drain points again. Take repeated samples
from all fuel drain points again. Take repeated
samples from all fuel drain points until all
contamination has been removed. If, after repeating sampling, evidence of contamination
still exists, drain the fuel tanks completely
and clean the fuel system. Do not fly the airplane with contaminated or unapproved fuel.
Drain the fireproof fuel can once a day during preflight inspection, or at an interval not to exceed
six engine shutdowns. A drain valve on the bot-
FOR TRAINING PURPOSES ONLY
5-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
APPROVED FUEL GRADES
(SPECIFICATIONS)
WARNING
JP-4 and other naphtha-based fuels
c a n c a u s e s eve r e s k i n a n d eye
irritation.
Refer to Table 5-2 for a approved fuel grades.
Aviation Fuel
LIMITATIONS
All Grades of Military and
Commercial Aviation Gasoline
FUEL QUANTITY INDICATIORS
Aviation gasoline is restricted to emergency
use. Do not use it for more than 150 hours in
one overhaul period. A mixture of one part
aviation gasoline and three parts of Jet A, Jet
A-1, JP-1, or JP-5 may be used for emergency
purposes for a maximum of 450 hours per
overhaul period.
Red line (minimum)...................................... E
(2.8 gallons unusable each tank)
Table 5-1. FUEL CAPACITIES
SNs 208B001–0089
SNs 208B0090 & ON OR
MODIFIED WITH SK208-52
335 U.S. GALLONS
335.6 U.S. GALLONS
167.5 U.S. GALLONS
167.8 U.S. GALLONS
332 U.S. GALLONS
332 U.S. GALLONS
TOTAL CAPACITY
TOTAL CAPACITY EACH TANK
TOTAL USABLE
Table 5-2. APPROVED FUEL GRADES
FUEL GRADE SPECIFICATIONS
5-8
MINIMUM FUEL TEMPERATURE
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
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
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Approved Fuel Additives
Fuel must contain anti-icing fuel additive in
compliance with MIL-I-27686 (EGME), or
MIL-I-85470 (DIEGME).
Due to possible fuel starvation, maximum full
rudder sideslip duration time is 3 minutes.
Maximum fuel imbalance in flight is 200
pounds.
CAUTION
JP-4 and JP-5 fuel per MIL-T-5624
and JP-8 fuel per MIL-T-83133A contain the correct premixed quantity of
an approved type of anti-icing fuel
additive. Do not add additional antiice compounds.
If additional antistatic protection is desired,
Dupont Stadis 450 additive is approved for use.
If additional biocidal protection is desired,
the following additives are permitted for use
in certain conditions: Sohio Biobor JF or
Kathon FP1.5.
Refer to Section 8 of the POH for allowable
concentrations of the above additives and additional information.
Fuel Capacity
See Table 5-1 for fuel capacities.
NOTE
To achieve full capacity, f ill the fuel
tank to the top of the f iller neck.
Filling fuel tanks to the bottom of the
fuel f iller collar (level with flapper
valve) allows space for thermal expansion and results in a decrease in
fuel capacity of 4 gallons per side (8
gallons total).
Fuel Limitations
With low fuel reser ves (FUEL LOW annunciator[s] illuminated), continuous uncoordinated flight with the tur n-and-bank
“ball” more than one-quar ter ball out of
the center position is prohibited. Unusable
fuel quantity increases when more severe
sideslip is maintained.
EMERGENCY/ ABNORMAL
The fuel-selector off warning system functions as follows (with battery on):
• If both the left and right fuel tank shutoff valves are closed, the red FUEL SELECT OFF annunciator illuminates and
one of the fuel-selector-off warning
horns is activated.
• If either the left or right fuel tank shutoff valves are closed during an engine
start operation (STARTER switch in the
START or MOTOR position), the red
FUEL SELECT OFF annunciator illuminates and both fuel-select-off warning
horns are activated.
• With one fuel selector at OFF and fuel
remaining in the tank being used is less
than approximately 25 gallons, the
FUEL SELECT OFF annunciator illuminates and one of the fuel-selector-off
warning horns is activated.
If the FUEL SEL WARN circuit breaker has
tripped or the START CONT circuit breaker
has been pulled, the FUEL SELECT OFF annunciator illuminates but no warning horns are
activated even with both fuel selectors in the
ON position. This is a warning to the pilot
that the fuel selector warning system has been
deactivated.
FUEL SYSTEM
MALFUNCTION/INADVERTENT
FUEL FLOW INTERRUPTION
If the main ejector pump malfunctions, a
pressure switch activates the amber FUEL
PRESS LOW annunciator and turns on the
auxiliar y boost pump (when the FUEL
BOOST switch is in the NORM position).
FOR TRAINING PURPOSES ONLY
5-9
CESSNA CARAVAN I PILOT TRAINING MANUAL
This occurs anytime the fuel pressure drops
below approximately 4.75 psi.
If the level of fuel in the reservoir drops to approximately one-half full, the red RESERVOIR FUEL LOW annunciator illuminates.
If this occurs, the pilot must immediately verify that both fuel tank selectors in the overhead
panel are in the ON position and turn on the
IGNITION and FUEL BOOST switches.
WARNING
There is only enough fuel in the
reservoir for approximately 1-1/2
minutes of engine operation at maximum continuous power after illumination of the RESERVOIR FUEL
LOW annunciator.
If the FUEL TANK SELECTORS have been
left in the OFF position, turning them to the
ON position quickly f ills the reservoir and
extinguishes the RESERVOIR FUEL LOW
annunciator. Once the cause of the annunciation condition has been determined and corrected, the IGNITION and FUEL BOOST
pump switches can be returned to their NORM
positions.
5-10
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. Fuel flows from the wing tanks to the
reservoir tank by:
A. Auxiliary fuel boost pump pressure
B. Ejector pump pressure
C. Gravity
D. Fuel control unit pressure
2. Fuel is pumped from the reservoir tank
primarily by the:
A. Main ejector pump
B. Auxiliary boost pump
C. Engine-driven fuel pump
D. Fuel control unit
3. If the fuel f ilter becomes blocked:
A. Fuel starvation occurs and the engine
stops.
B. An instrument panel annunciator illuminates.
C. The red fuel filter bypass flag pops up.
D. The fuel f ilter bypass horn sounds.
6. The fuel-selector-off warning system
sounds when:
A. Both left and right fuel tank shutoff
valves are closed.
B. Either the left or right fuel tank shutoff valves are closed during an engine start operation.
C. One fuel selector is at OFF and fuel
remaining in the tank being used is
less than approximately 25 gallons.
D. All of the above.
7. The auxiliary fuel boost pump switch:
A. Is placed in the NORM position during all normal engine operations
B. Is placed in the OFF position except
in emergency fuel situations
C. Should be placed in the ON position
at all times to prevent fuel starvation
D. Is placed in the OFF position during
all normal engine operations
4. Fuel rejected during the engine shutdown:
A. Drains onto the g round from the
manifold
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 SELECTORS located on the overhead panel:
A. Are both normally ON in flight
B. A r e b o t h n o r m a l ly O F F d u r i n g
refueling
C. A r e t u r n e d O F F d u r i n g g r o u n d
operations
D. Both A and B
FOR TRAINING PURPOSES ONLY
5-11
The information normally contained in this chapter is
not applicable to this particular aircraft.
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 7
POWERPLANT
CONTENTS
Page
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
Engine Fuel System......................................................................................................... 7-8
Starting System................................................................................................................ 7-8
Engine Fire Detection System....................................................................................... 7-11
COMPONENTS ................................................................................................................... 7-11
Chip Detectors............................................................................................................... 7-11
Propeller ........................................................................................................................ 7-11
CONTROLS AND INDICATIONS...................................................................................... 7-13
FOR TRAINING PURPOSES ONLY
7-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
Engine Controls............................................................................................................. 7-13
Quadrant Friction Lock ................................................................................................. 7-15
Engine Instruments........................................................................................................ 7-15
Overspeed Governor Test Switch .................................................................................. 7-17
Altair Avionics ADAS+ Engine Trend Monitoring System .......................................... 7-17
OPERATION ........................................................................................................................ 7-20
New Engine Break-in and Operation ............................................................................ 7-20
Engine Ignition Procedures ........................................................................................... 7-20
Engine Shutdown .......................................................................................................... 7-20
LIMITATIONS...................................................................................................................... 7-20
Engine............................................................................................................................ 7-20
Propeller ........................................................................................................................ 7-23
Oil.................................................................................................................................. 7-23
Placards ......................................................................................................................... 7-24
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 .................................................................................... 7-26
Airstart—Starter Assist (Preferred Procedure) ............................................................. 7-26
Airstart—No Starter Assist ........................................................................................... 7-26
QUESTIONS ........................................................................................................................ 7-28
7-ii
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
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
7-4
Oil Dipstick Markings ............................................................................................. 7-5
7-5
IGNITION and STARTER Switches ....................................................................... 7-6
7-6
Inertial Separator and T-Handle ............................................................................... 7-7
7-7
Oil-to-Fuel Heater .................................................................................................... 7-9
7-8
Engine Fuel System ............................................................................................... 7-10
7-9
FIRE DETECT TEST Switch................................................................................ 7-11
7-10
Propeller System (Cruise)...................................................................................... 7-12
7-11
Engine Controls ..................................................................................................... 7-13
7-12
Engine Instruments ................................................................................................ 7-16
7-13
OVERSPEED GOVERNOR Switch ..................................................................... 7-17
7-14
Gas Flow ................................................................................................................ 7-20
FOR TRAINING PURPOSES ONLY
7-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 7
POWERPLANT
INTRODUCTION
This chapter describes the powerplant on the Cessna Caravan I. The following associated
powerplant monitoring and operating systems are discussed: lubrication, ignition, air induction, fuel, starting, propeller, engine controls, and engine instruments.
GENERAL
The Caravan I is powered by a Pratt and
Whitney of Canada PT6A-114 or PT6A-114A
powerplant. It is a free-turbine engine that
utilizes two independent turbines: one driving
a compressor in the gas generator section and
the second driving a reduction gearing for the
propeller. It is rated at 600 and 675 shaft horsepower respectively.
All engine-driven accessories, with the exception of the propeller tachometer-generator and
propeller governors, are on the accessory gear-
box at the rear of the engine. These are driven
by the compressor turbine with a coupling shaft
that extends the drive through a conical tube in
the oil tank center section.
The major portion of the engine oil supply is
contained in an integral tank that forms part
of the compressor inlet case. The tank has a
capacity of 9.5 U.S. quarts and has a dipstick
and drain plug. Total capacity of the oil system, including tank, engine sumps, lines, and
f ilter, is 14 U.S. quarts.
FOR TRAINING PURPOSES ONLY
7-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
MAJOR SECTIONS
For descriptive purposes the PT6A is divided
into seven major sections (Figure 7-1) from
front to rear, as follows:
The power turbine is on a shaft that extends forward to drive the reduction gear.
The gas generator turbine is on a shaft that extends aft to drive the compressor and to drive
the accessory gear.
• Reduction gear
• Exhaust
COMBUSTOR
• Turbine
The combustor section includes a plenum and a
reverse-flow combustion chamber. Two igniter
plugs are in the combustion chamber, in addition
to 14 equally spaced fuel nozzles.
• Combustor
• Compressor
• Air intake
COMPRESSOR
• Accessory drive
REDUCTION GEAR
The reduction gear, enclosed in a case forming
the front of the engine, is a two-stage planetary
gear. The planetary gear reduces the high
rpm/low torque of the power turbine to the low
rpm/high torque required by the propeller. In addition, the planetary gear drives the propeller tach
generator, the propeller governor, and the propeller overspeed governor. A conventional
torquemeter in the reduction gearcase provides
cockpit indication of the power delivered to the
propeller.
EXHAUST
The exhaust section (aft of the reduction gear)
includes an annular exit plenum, a heat-resistant cone, and an exhaust port at the 4 o’clock position on the engine.
The compressor section has four stages (three
axial compressor wheels and one centrifugal
wheel). All are rigidly mounted on a rotor shaft
common with the gas generator turbine and extending aft to drive the accessory gear.
AIR INTAKE
The air intake section is circumferential and
aft of the compressor. The intake plenum turns
the air 180° to flow forward to the compressor. A circular screen surrounds the engine
inlet area. Airflow is directed to the engine air
intake from the nacelle ram-air inlet scoop on
the nacelle.
ACCESSORY DRIVE
The accessory drive section forms the aft part
of the engine and contains the reduction gear
for the engine-driven accessories.
TURBINE
The turbine section includes a single-stage
power turbine and a single-stage gas generator turbine. These are sometimes called the
“propeller turbine” and the “compressor turbine” respectively.
The turbines are housed within the inner diameter of the combustor, contributing to the
short length of the PT6A engine.
7-2
ENGINE SYSTEMS
ENGINE LUBRICATION
SYSTEM
The lubrication system includes a pressure
system, a scavenge system, and a breather system (Figure 7-2). The main components of the
lubrication system include:
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
7-3
Figure 7-1. Major Sections
7-4
120
85
OIL
PSI
40
140
110
55
°C 10
-40
LEGEND
SUPPLY OIL
SCAVANGE OIL
SUMP OIL
CESSNA CARAVAN I PILOT TRAINING MANUAL
0
OIL PRESS
LOW
DRAIN OIL
BREATHER OIL
TO PROPELLER
FOR TRAINING PURPOSES ONLY
INTEGRAL OIL TANK
CAPACITY 9.5 QUARTS
OIL FILTER
AND CHECK
VALVE
CHIP
DETECTOR
CHIP
DETECTOR
Figure 7-2. Oil System Schematic
CESSNA CARAVAN I PILOT TRAINING MANUAL
• Integral oil tank at the back of the engine
• Oil pressure pump at the bottom of the
oil tank
OIL TANK
FILLER CAP
• External double-element scavenge pump
on the back of the accessory case
• Oil-to-fuel heater on the top rear of
the accessory case
DIPSTICK
• Oil f ilter internally on the right side of
the oil tank
LITERS
0.833
1
0.95
1.66
2
QUARTS
1.90
2.49
3
An oil dipstick/filler cap is at the rear of the engine on the left side 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, and
total system capacity is 14 U.S. quarts. The top
5 quarts are measured by the dipstick (Figure
7-4). The oil level should be maintained to
within 1 ½ quarts of MAX HOT or MAX COLD
as appropriate.
IMPERIAL
2.85
3.32
5 US QUARTS 4
A large-capacity oil cooler is in modified early
airplanes and all later airplanes to replace the
standard capacity oil cooler and increase the hotday outside air temperature limits for flight operations. The large oil cooler has 25% more airflow
area than the standard cooler.
MAX. COLD°
• Oil cooler on the right side of the nose
cowl
MAX. HOT
• I n t e r n a l d o u bl e - e l e m e n t s c av e n g e
pump inside the accessory gear box
3.80
4.15
4.75
Figure 7-4. Oil Dipstick Markings
Figure 7-3. Oil Dipstick/Filler Cap
FOR TRAINING PURPOSES ONLY
7-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
NOTE
To obtain an accurate oil level reading, check the oil level either within
10 minutes after engine shutdown
while the oil is hot (MAX HOT marking) or prior to the f irst flight of the
d ay wh i l e t h e o i l i s c o l d ( M A X
COLD marking). If engine oil is still
warm 10 minutes after engine shutdown, perform an engine dry motoring run before checking the oil
level.
during airstarts with starter assist. The ON
position provides continuous ignition regardless of the position of the STARTER switch.
The position is used for:
• Airstarts without starter assist
• Operation on water-covered runways
• Flight during heavy precipitation
• Inadvertent icing encounters until the
inertial separator has been in bypass for
5 minutes
• Operations using the emergency power
lever
IGNITION SYSTEM
Engine ignition is provided by two igniters in
the engine combustion chamber. The igniters are
energized by the ignition exciter on the engine
mount on the right side of the engine compartment. Electrical energy from the ignition exciter
is transmitted through two high-tension leads to
the igniters in the engine. The ignition system
is normally energized only during engine start.
Ignition is controlled by an IGNITION switch
and a STARTER switch on the left sidewall
switch panel (Figure 7-5). The IGNITION
switch has two positions: ON and NORM. The
NORM position arms the ignition system so
ignition initiates when the STARTER switch
is placed in the START position. Use the
NORM position during all ground starts and
• Near fuel exhaustion as indicated by illumination of the RESERVOIR FUEL
LOW annunciator
A green IGNITION ON annunciator on the
annunciator panel illuminates when electrical
power is being applied to the igniters. The ignition system is protected by an IGN circuit
breaker on the CB panel.
AIR INDUCTION SYSTEM
The engine air inlet is at the front of the engine nacelle to the left of the propeller spinner. Ram air entering the inlet flows through
ducting and an inertial separator system, and
then enters the engine through a circulator
plenum chamber where it is directed to the
compressor by guide vanes. The compressor inlet incorporates a screen that prevents
entry of large articles but does not f ilter the
inlet air.
Inertial Separator System
Figure 7-5. IGNITION and STARTER
Switches
7-6
An inertial separator system in the engine air
inlet duct prevents moisture particles from
entering the compressor air inlet plenum when
in bypass mode. The inertial separator 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). When separation
of moisture particles is desired, the vanes are
positioned so the inlet air is forced to execute
a sharp turn in order to enter the inlet plenum.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
NORMAL
BYPASS
Figure 7-6. Inertial Separator and T-Handle
This sharp turn causes any moisture particles
to separate from the inlet air and discharge
overboard through the inertial separator outlet in the left side of the cowling.
Inertial separator operation is controlled by the
BYPASS-PULL and NORMAL-PUSH T-handle on the lower instrument panel (Figure 76). Use the BYPASS position when flying
through visible moisture such as clouds, rain,
snow, and ice-crystals with an outside air temperature of 5°C or less. Use also for ground
operations or takeoffs from dusty or sandy
f ield conditions to minimize ingestion of foreign particles into the compressor. Use the
NORMAL position for all other operations.
The T-handle locks in the NORMAL position
by rotating the handle clockwise one quarter
turn to its vertical position. To unlock, push
forward slightly and rotate the handle 90°
counterclockwise. Pull the handle into the
BYPASS position. Once moved to the BYPASS position, airloads on the movable vanes
hold them in position.
NOTE
When moving the inertial separator
control from the BYPASS to the
NORMAL position during flight, reduction of engine power reduces the
control forces. Avoid allowing separator vanes to slam from one position to the other under the force of
the airloads. Maintain a f irm grip
on the T-handle when operating the
inertial separator.
FOR TRAINING PURPOSES ONLY
7-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
ENGINE FUEL SYSTEM
STARTING SYSTEM
The engine fuel system includes:
The starting system includes a starter-generator, a STARTER switch, and starter annunciator. The starter-generator functions as a motor
for engine starting and motors the gas generator section until a speed of 46% Ng is reached,
at which time the start cycle is automatically terminated by a speed-sensing switch in the startergenerator.
• Oil-to-fuel heater
• Engine-driven fuel pump
• Fuel control unit
• Flow divider and dump valve
• Dual fuel manifold with 14 simplex
nozzles
• Two fuel drain lines
The system provides fuel flow to satisfy the
speed and power demands of the engine. Fuel
from the airplane reservoir is delivered to the
oil-to-fuel heater (Figure 7-7), which is essentially a heat exchanger that utilizes heat from
the engine lubricating oil system to preheat the
fuel in the fuel system (Figure 7-8). A fuel temperature-sensing oil bypass valve regulates
the fuel temperature by allowing oil either to
flow through the heater circuit or to bypass it
to the engine oil tank.
Fuel from the oil-to-fuel heater then enters the engine-driven fuel pump chamber. The pump is on
the accessory gearbox at the 2 o’clock position and
incorporates both an inlet screen and an outlet
filter, both of which are spring-loaded to allow bypass in the event of blockage.
The fuel control unit includes:
• Fuel metering section
• Temperature-compensating section
• Gas generator pneumatic governor
The fuel control unit determines the proper fuel
schedule to provide the power required as established by the power lever input. This is accomplished by controlling the speed of the
compressor turbine.
When the fuel cutoff valve in the fuel control unit
closes during engine shutdown, both primary and
secondary manifolds are connected to a dump
valve port. Residual fuel in the manifolds is allowed
to drain into the fuel can attached to the firewall,
where it is drained daily.
7-8
The starter-generator is controlled by a three-position STARTER switch on the left sidewall
switch panel (see Figure 7-5). The switch has
OFF, START, and MOTOR positions.
The OFF position deenergizes the ignition and
starter circuits and is the normal position at all
times except during engine start.
The START position energizes the startergenerator, which rotates the gas generator portion of the engine for starting. The START
position also energizes the ignition system
provided the IGNITION switch is in the
NORM position. When the engine has started,
the starter switch must be manually placed in
the OFF position to deenergize the ignition system and activate the generator system.
The MOTOR position motors the engine
without having the ignition circuit energized
and is used for motoring the engine when an
engine start is not desired. This is used for
clearing fuel from the engine, washing the
engine compressor, etc. The MOTOR position is spring-loaded back to the OFF position. Also, an interlock between the MOTOR
position of the STARTER switch and the
IGNITION switch prevents the starter from
motoring unless the IGNITION switch is in
the NORM position. This prevents unintentional motoring of the engine with the ignition on.
Starter contactor operation is indicated by an
amber STARTER ENERGIZED annunciator
on the annunciator panel.
FOR TRAINING PURPOSES ONLY
FUEL INLET
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
CESSNA CARAVAN I PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
FUEL
OUTLET
7-10
ENGINE FUEL SYSTEM BLOCK DIAGRAM
FLOW DIVIDER
&
DUMP VALVE
TO FLOW
DIVIDER
FUEL
FOR TRAINING PURPOSES ONLY
PX A IR
P Y A IR
Ng GOVERNOR
FUEL
FUEL
SHUTOFF
VALVE
FUEL
METERING
VALVE
ENGINE-DRIVEN
FUEL PUMP
FUEL
P 3 A IR
FUEL MOTIVE FLOW
HEATER RETURN TO
RESERVOIR
TANK
LEGEND
HIGH PRESSURE FUEL
METERED FUEL
MOTIVE FLOW RETURN FUEL
PX AIR
PY AIR
MOTIVE FLOW
RETURN TO
RESERVOIR
TANK
TO
Nf GOV.
GOV.
BELLOWS
ACCEL.
BELLOWS
(EVACUATED)
TO
EMERGENCY
POWER LEVER
Px
Py
FROM
Ng
GOVERNOR
Figure 7-8. Engine Fuel System
FUEL SUPPLY
(FROM FUEL PUMP)
CESSNA CARAVAN I PILOT TRAINING MANUAL
FUEL
CONTROL UNIT
CESSNA CARAVAN I PILOT TRAINING MANUAL
ENGINE FIRE DETECTION
SYSTEM
The engine f ire detection system includes a
heat sensor in the engine compartment, an ENGINE FIRE annunciator, and warning horn
above the pilot. A FIRE DETECT TEST switch
is adjacent to the annunciator panel (Figure 79). When depressed, the ENGINE FIRE annunciator illuminates and the warning horn sounds,
indicating the fire warning circuitry is operational. The system is protected by a FIRE DET
circuit breaker on the CB panel.
Figure 7-9. FIRE DETECT TEST Switch
COMPONENTS
PROPELLER
The airplane is equipped with an all metal or
composite-material, three-bladed, constantspeed, full-feathering, reversible, single-acting, governor-regulated propeller. A setting
introduced into the governor with the propeller control lever establishes the propeller
speed (Figure 7-10).
To feather the propeller blades, the propeller
control lever on the control pedestal is placed
in the FEATHER position. Counterweights
and spring tension twist the propeller blades
through high pitch and into the streamlined or
feathered position. Unfeather the propeller
by positioning the propeller control lever forward of the FEATHER gate. The unfeathering
system uses engine oil pressure to force the
propeller out of feather.
Reversed propeller pitch decreases landing
ground roll. To accomplish reverse pitch, the
power lever is retarded beyond IDLE and well
into the BETA range. Maximum reverse power
is accomplished by retarding the power lever
to the MAX REVERSE position, which increases power output from the gas generator
as well as positions the propeller blades at
full reverse pitch.
CAUTION
CHIP DETECTORS
Two chip detectors are on the engine: one on the
underside of the reduction gearbox case and one
on the underside of the accessory gearbox case.
The chip detectors are electrically connected to
a CHIP DETECTOR annunciator. This annunciator is a split indicator. If either side of the
light illuminates, this indicates metal chips are
present in that corresponding location and also
indicates a need for inspection of the engine for
abnormal wear. The right half of the annunciator is the indicator for the propeller gear reduction section of the engine and the left half
of the annunciator is the indicator for the accessory section of the engine.
The propeller reversing linkage can
be damaged if the power lever is
moved aft of the IDLE position when
the propeller is feathered.
Propeller Governor
The propeller governor includes a mechanical
governor, a beta control valve, and a pneumatic N f governor. The propeller governor operates in the following f ive modes:
• Underspeed
• Onspeed
• Overspeed
• Feathering
• Beta range
FOR TRAINING PURPOSES ONLY
7-11
7-12
REVERSING CAM
CESSNA CARAVAN I PILOT TRAINING MANUAL
NORMAL
GOVERNOR
FUEL CONTROL UNIT
FOR TRAINING PURPOSES ONLY
Py AIR
AIR BLEED LINK
BETA VALVE
PILOT VALVE
PROPELLER
OVERSPEED
GOVERNOR
TO
SUMP
FROM
SUMP
TEST
SOLENOID
VALVE
TO SUMP
LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
INLET AIR
Figure 7-10. Propeller System (Cruise)
CESSNA CARAVAN I PILOT TRAINING MANUAL
Underspeed
Feathering
With the propeller control lever set at the desired
rpm, an underspeed condition occurs when the
propeller rpm falls below the preselected setting or has not reached the selected speed.
The propeller governor pilot valve is raised mechanically to decrease the oil pressure at the
propeller. Under the influence of the return
springs and counterweights, the blades are rotated to the feathered position.
Onspeed
In an onspeed condition in forward thrust, the
forces acting on the engine, propeller, and
propeller governor are in a state of balance.
With the propeller control lever set to the desired rpm, the propeller blades are at the correct pitch angle to absorb the power being
developed by the engine.
Overspeed
With the propeller control lever at the desired
r pm, an overspeed condition occurs when
the propeller rpm is driven above the preselected speed. This occurs during changes of
flight altitude, during sudden power lever
changes, or because of rapid changes in atmospheric condition.
POWER
LEVER
Beta Range
This mode of operation is nongoverning. Oil
pressure to and from the governor is metered
by the Beta control valve through a mechanical lever and a feedback ring.
CONTROLS AND
INDICATIONS
ENGINE CONTROLS
The engine is operated by four separate controls consisting of a power lever, emergency
power lever, propeller control lever, and fuel
condition lever (Figure 7-11). The power and
fuel condition levers function as engine controls while the propeller control lever controls propeller speed and feathering.
PROPELLER
CONTROLLER
ARM
FUEL CONDITION
LEVER
QUADRANT
FRICTION LOCK
EMERGENCY POWER LEVER
Figure 7-11. Engine Controls
FOR TRAINING PURPOSES ONLY
7-13
CESSNA CARAVAN I PILOT TRAINING MANUAL
Power Lever
The power lever is connected through linkage
to a cam assembly in front of the fuel control
unit at the rear of the engine. The power lever
controls engine power, via pneumatic control
of the metering valve, through the full range
from maximum takeoff power back through
idle to full reverse. The lever also selects propeller pitch when in the BETA range. The
power lever has MAX, IDLE, BETA, and REVERSE range positions. The range from the
MAX position through IDLE enables the pilot
to select the desired power output from the engine. The BETA range enables the pilot to
control propeller blade pitch from idle thrust
back through a zero or no-thrust condition to
maximum reverse thrust.
CAUTION
The propeller reversing linkage can
be damaged if the power lever is
moved aft of the IDLE position when
the propeller is feathered or the engine is not running.
Emergency Power Lever
The emergency power lever is connected
through linkage to the mechanical override
lever on the fuel control unit and governs fuel
supply to the engine if a pneumatic malfunction occurs in the fuel control unit. When the
engine is operating, a failure of any pneumatic signal input to the fuel control unit results in the fuel flow decreasing to minimum
idle (approximately 48% Ng). The emergency
power lever allows the pilot to restore power
in the event of such a failure. The emergency
power lever has NORMAL, IDLE, and MAX
positions. When the fuel control unit is operating normally, the lever is kept in the full aft
detent (NORMAL position) and engine power
is selected by the power lever. The range from
the IDLE position to MAX governs engine
power and is used when a pneumatic malfunction occurs in the fuel control unit and the
power lever is ineffective. A mechanical stop
in the lever slot requires the emergency power
7-14
lever be moved to the left to clear the stop before it is moved from the NORMAL (full aft)
position to the IDLE position. Operation of the
emergency power lever is prohibited with the
primary power lever out of the idle position.
NOTE
Later SNs and earlier SNs incorporating
the appropriate service kit have a copper “witness wire” that indicates when
the emergency power lever has been
moved from the NORMAL position.
Also, the emergency power lever is annunciated on the annunciator panel
whenever it is unstowed from the NORMAL position. These precautions are
intended to preclude starting of the engine with the emergency power lever inadvertently placed in any position other
than NORMAL, which may result in a
hot start or overtemperature condition.
CAUTION
The emergency power lever and its
associated manual override system is
considered to be an emergency system
and should be used only in the event
of a fuel control unit malfunction.
Inappropriate use of the emergency power
lever may adversely affect engine operation
and durability. Use of the emergency power
lever during normal operation of the power
lever may result in engine surges, or the exceedance of ITT, Ng, and torque limits.
Propeller Control Lever
The propeller control lever is connected through
linkage to the propeller governor on the top of the
front section of the engine. It controls propeller
governor settings from the maximum rpm position to full feather. The propeller control lever has
MAX, MIN, and FEATHER positions. The MAX
position is used when high rpm is desired. This
position governs the propeller speed at 1,900
rpm. Propeller control lever settings from the
MAX position to the MIN position permit the pilot
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
to select the desired engine propeller rpm for
cruise. The FEATHER position is used during normal engine shutdown to stop rotation of the power
turbine and front section of the engine. Since lubrication is not available after the gas generator
section of the engine has shut down, rotation of
the forward section of the engine is not desirable. Also, feathering the propeller when the engine is shut down minimizes propeller windmilling
during windy conditions. A mechanical stop in the
lever slot requires the propeller control lever be
moved to the left to clear the stop before it is
moved into or out of the FEATHER position.
Fuel Condition Lever
The fuel condition lever is connected through
linkage to a combined lever and stop mechanism on the fuel control unit. The lever and stop
also function as an idle stop for the fuel control unit and for the fuel control unit rod. The
fuel condition lever controls the minimum
rpm of the gas generator turbine (Ng) when the
power lever is in the IDLE position. The fuel
condition lever has CUTOFF, LOW IDLE, and
HIGH IDLE positions. The CUTOFF position
shuts off all fuel to the engine fuel nozzles.
LOW IDLE positions the control rod stop to
provide an rpm of 52% Ng. HIGH positions the
control rod stop to provide an rpm of 65% Ng.
QUADRANT FRICTION LOCK
A quadrant friction lock is on the right side of
the pedestal and minimizes creeping of the engine controls once they have been set. It is a
knurled knob that increases friction on the engine controls when rotated clockwise.
ENGINE INSTRUMENTS
All engine instruments are grouped together
and at the top of the instrument panel below the
glareshield (Figure 7-12). In addition to becoming familiar with the gauges themselves, the
pilot should also familiarize him or herself with
the engine operating limits chart available in the
Pilot Operating Handbook (POH).
Torque Indicator
The torque indicator is on the upper portion
of the instrument panel and indicates the torque
being produced by the engine. This is measured by pressure taken by two independent
lines to this gauge and then converted into
foot-pounds. On some cargo versions, the
torque gauge is DC powered with a circuitbreaker on bus 1.
Instrument markings indicate that the normal
operating range (green arc) is from 0 to 1,865
foot-pounds for the PT6A-114A. The alternate power range (striped green arc) is from
1,865 to 1,970 foot-pounds for the PT6A114A and maximum torque (red line) is 1,970
foot-pounds. Maximum takeoff torque is denoted by “T.O.” and a red wedge at 1,865 footpounds for the PT6A-114A. For torque gauge
indications on the PT6A-114 engines, refer to
Limitations in this chapter.
Propeller RPM Indicator
The propeller RPM indicator is on the upper portion of the instrument panel. The instrument is
marked in increments of 50 rpm and indicates
propeller speed in revolutions per minute. The
instrument is electrically operated from the propeller tachometer-generator, which is on the
right side of the reduction gearbox case.
Instrument markings indicate a normal operating range (green arc) of from 1,600 to 1,900 rpm
and a maximum (red line) of 1,900 rpm.
ITT Indicator
The ITT (interturbine temperature) indicator
is on the upper portion of the instrument panel.
The instrument displays the gas temperature
between the compressor and power turbines.
Instrument markings indicate a normal operating range (green arc) of from 100 to 740°C
and a maximum (red line) of 805°C. Instrument
markings also indicate a maximum starting
temperature (red triangle) of 1,090°C.
FOR TRAINING PURPOSES ONLY
7-15
CESSNA CARAVAN I PILOT TRAINING MANUAL
NOTE:
ON SOME CARGO VERSIONS
THE TORQUE GAUGE IS DC
POWERED WITH A CIRCUIT
BREAKER ON BUS 1.
OR
115
120
OR
104
OIL
85
PSI
°C
10
40
0
DC POWERED
55
-40
HYDRO-MECHANICAL POWERED
Figure 7-12. Engine Instruments
Ng % RPM Indicator
Oil Pressure Gauge
The Ng % RPM indicator is on the upper portion of the instrument panel and indicates the
percent of gas generator rpm based on a f igure of 100% at 37,500 rpm. The instrument is
electrically operated from the gas generator
tachometer-generator on the lower right portion of the accessory case. Instrument markings indicate a normal operating range (green
arc) from 52% to 101.6% and a maximum (red
line) of 101.6%.
The oil pressure gauge is in the left half of a
dual-indicating instrument on the upper portion of the instrument panel. A direct pressure
oil line from the engine delivers oil at engine
operating pressure to the oil pressure gauge.
Instrument markings indicate a minimum pressure (redline) of 40 psi, a cautionary range (yell ow a r c ) o f f r o m 4 0 t o 8 5 p s i , a n o r m a l
operating range (green arc) of from 85 to 105
psi, and a maximum (red line) of 105 psi.
7-16
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Oil Temperature Gauge
The oil temperature gauge is in the right half of
a dual-indicating instrument on the upper portion of the instrument panel. The instrument is
operated by an electrical resistance temperature
sensor that receives power from the airplane
electrical system.
On SNs 208B-0001 through 208B-0999 not
equipped with SK208-147:
• Minimum operating temperature (red
line) –40°C
• Cautionary range (yellow arc) from –40
to 10°C
• Normal operating range (green arc) from
10 to 99°C
• Maximum (red line) 99°C
On SNs 208B-1000 and on, and earlier aircraft
equipped with SK208-147:
• Minimum operating temperature (red
line) –40°C
• Cautionary range (yellow arc) from –40
to 10°C
• Normal operating range (green arc) from
10 to 99°C
• 10-minute transient range (yellow arc)
99 to 104°C
• Maximum (red line) 104°C
OVERSPEED GOVERNOR TEST
SWITCH
An OVERSPEED GOVERNOR switch is on
the left side of the instrument panel and is used
to test the propeller overspeed governor during
engine runup (Figure 7-13). Depressing the
switch actuates a solenoid on the overspeed
governor that resets the governor at 1,750 rpm.
To check for proper operation of the overspeed
governor during engine runup, depress the
OVERSPEED GOVERNOR switch and advance the power lever until propeller rpm stabilizes. Propeller rpm should not exceed 1,750
± 60 rpm.
Figure 7-13. OVERSPEED GOVERNOR
Switch
ALTAIR AVIONICS ADAS+
ENGINE TREND MONITORING
SYSTEM
To promote safety of flight and allow operators to more easily monitor and maintain the
engine on Caravan aircraft, Cessna Aircraft
Company has chosen the ALTAIR avionics
ADAS+ monitoring system. This system is
standard equipment on SNs 208-0372 and on,
and 208B-1044 and on. Earlier SNs may be
modif ied to install the ADAS+ by the incorporation of ALTAIR Avionics supplemental
type certif icate (STC). The ADAS+ monitors
engine parameters, indicated airspeed, pressure altitude, outside air temperature, and the
position of the particle separator. Also monitored is the emergency power lever position
and bleed-air cabin heat flow control valve
position as well as the battery voltage. The STC
installation also monitors the flight hour meter.
The system includes an annunciator light to indicate normal system self-test and alert the operator of engine operating limit events.
FOR TRAINING PURPOSES ONLY
7-17
CESSNA CARAVAN I PILOT TRAINING MANUAL
The system architecture includes three basic
elements:
• Data acquisition
• Data retrieval
• Data delivery
Data acquisition is primarily the function of
the ADAS+ monitor. This monitoring system
is customized through a configuration file uploaded to the processor.
Data retrieval is handled by software used in
a laptop computer or a personal digital assistant (PDA) called the monitor link program
(MLP). MLP allows the operator to upload
conf iguration f iles and download and view
stored data.
Data delivery is through the Turbine Tracker ™
website. This website contains the database for
each engine and may be accessed at any time
from a computer with Internet access. Log data
is uploaded to this website. After analysis, reports are generated from the log data and may
be viewed as text or graphs. Conf iguration
f iles are created, edited, and managed through
the Turbine Tracker ™ website.
The processor memory holds more than 30,000
engine runs and/or events. When events are
recorded, a time history is stored. This history
is conf igured to record all parameters up to 2
minutes before the event and after the event.
The data is collected automatically by the
system and stored for retrieval by maintenance personnel using a laptop computer or
a PDA. This data can be transferred to the
Cessna Designated Analysis Center (DAC)
for evaluation. The data is analyzed and compared to a Pratt & Whitney Canada (P&WC)
mathematical engine model. The ADAS+ and
DAC analysis techniques help to improve
the level of operational safety by identifying
developing conditions that could shorten the
life of the engine.
By using the P&WC engine condition trend
monitoring (ECTM), the required fixed hourly
interval for hot section inspection is replaced
7-18
by an on condition inspection. The data collected by the ADAS+ can be used by P&WC to
grant time between overhaul (TBO) extensions.
Use of the ADAS+ is required by P&WC when
granting engine specific TBO extension.
In addition, the ADAS+ provides a means for
the operator to know if an event condition of
an engine operating parameter has occurred.
This allows maintenance personnel to evaluate the condition and take corrective action before severe engine damage occurs.
ADAS+ Components
The main components of the ADAS+ include:
• Processor
• Annunciator
• Engine torque (Tq) sensor
• Outside air temperature (OAT) sensor
• Pitot and static pressure sensor
• Magnetic reed switch at the particle
separator
• Communication port
Two circuit breakers on the left side of the main
power junction box provide power for the system.
The system also measures the outputs of engine
interturbine temperature (ITT), fuel flow transmitter (Wf), propeller rpm tach generator (Np),
and gas generator rpm tach generator (Ng). Since
bleed-air extraction and emergency power lever
(EPL) position has an effect on engine performance, the positions of the bleed-air flow control
valve and the EPL are monitored.
Processor
The processor is in the right engine compartment on the lower engine truss tube. A
support bracket is attached directly to the
tube with processor shock mounts attached
to the bracket. The processor collects and
stores data from the sensors and engine systems. It also operates the annunciator ass e m b l y i n t h e c o c k p i t . Two s o u r c e s o f
electrical power ensure no loss of data when
the battery switch is turned off. A 1-amp
ETM POWER circuit breaker provides power
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
from the main bus when the battery switch
is selected to ON. The second ETM CONTINUOUS POWER 1-amp circuit breaker provides power directly from the aircraft battery.
On the STC installation, a 1-amp fuse provides this power. A communication port is in
the cockpit on the copilot side panel. This
connection is used to upload the conf iguration f ile to the processor and download data
from the processor. A special cable connects
the communication port to a laptop comp u t e r o r a P DA . A LTA I R M o n i t o r L i n k
Program (MLP) software must be installed
on the laptop computer or the PDA to upload
or download. Input to the processor comes
from existing engine and airframe systems,
and ALTAIR sensors and switches.
Controls and Indications
Since the processor controls the operation of the
annunciators, illumination of the annunciators
may indicate a problem. When the airplane battery switch is turned on, the processor runs a selftest to ensure normal operation. During the
self-test, the white ETM and the amber ENGINE (or white on black TREND light) illuminate steady for 3 to 5 seconds then extinguish
if the test was normal. If the light does not illuminate, the processor did not boot up properly and is not working. After the self-test, the
light may do one of three things: extinguish,
flash, or stay illuminated steady. If the light extinguishes, this indicates a normal state. If the
light flashes, this indicates a warning state.
There are three conditions that cause the light
to flash:
• Memory is 85% full
• System has reset itself to the factory
settings (the customized conf iguration
f ile has been lost)
• An event has been recorded
Pressing the ETM (TREND) light may or may
not extinguish the light. If on a previous flight,
a white light (ETM) event occurred, pressing
the ETM light extinguishes the flashing light.
However, if on a previous flight, an amber
light (ENGINE) event occurred, pressing the
ETM light does not extinguish the light. If
the light stays illuminated steady, this indicates
a failure state. The conditions that cause the
light to remain on steady are system internal
failure, sensor failure, or memory 100% full.
If the memory is full, ADAS+ does not record
any further data. Any data acquired prior to filling up is not erased. To temporarily extinguish the light, press the ETM (TREND) light.
To permanently extinguish the light, the operator must f irst retrieve the log data from the
processor, and then reset the log data. Resetting
clears the memory of all events as well as automatic and manual trend data.
There are two modes of operation that determine
when the lights illuminate: engine not running
mode and engine running mode. The engine not
running mode is operational when the ITT is less
than 250°C. During this mode, normal, warning,
and failure modes are allowed to display (light
illumination). Pressing the ETM (TREND) light
extinguishes the light or initiates a loopback test
to check the functionality of the ETM (TREND)
light. The light flashes during the loopback test.
The engine running mode is operational when the
ITT is greater than 450°C and the Ng is greater
than 50%. During this mode, white light (ETM)
and amber light (ENGINE) events are displayed
during flight (original equipment manufacturer
[OEM] airplanes only). Pressing the ETM light initiates a manual trend capture. The white light
(ETM) or white on black light (TREND) flashes
for 5 seconds during trend data capture.
ADAS+ Operation
To use ADAS+, it is first necessary to establish
an account with ALTAIR Avionics. This is accomplished through Cessna Aircraft Company
as part of the delivery of a new Caravan. For earlier SNs modified by the STC, contact ALTAIR
Avionics directly. This account gives access to
the ALTAIR Avionics website. Once the account is established, the MLP software that provides communication with the processor is
downloaded to the operator computer. All necessary documents and instructions are available through this site. In addition, the operator
can upload data retrieved from the processor to
be analyzed and view the status of the engine.
The operator can be contacted if the analysis indicates a serious condition.
FOR TRAINING PURPOSES ONLY
7-19
CESSNA CARAVAN I PILOT TRAINING MANUAL
OPERATION
• Operation on water- or slush-covered
runways
Air is induced through the engine air intake from
the nacelle inlet scoop through the inertial separator, and turned 180° to enter the axial compressor (Figure 7-14). Air pressure is increased
by a diffusion process and directed to the centrifugal compressor to increase air velocity. The
velocity energy of the compressor outlet air is
converted to pressure energy by a diffuser and
directed to the combustor, where airflow is
changed 180°. Compressed air enters the combustion chamber, where fuel is added by the 14
fuel nozzles. Initial combustion is provided by
igniter plugs during start. The expanding combustion gases flow aft and turn 180° to enter the
turbine section. The major portion of the gas
energy is extracted by the gas generator (compressor) turbine to drive the compressor and the
accessory drive gear. The gases continue to expand through the power (propeller), turbine
which extracts almost all the remaining energy
to drive the propeller through the reduction gear.
The spent gases enter the exhaust section where
they are turned 180° and discharged to the atmosphere through the exhaust pipe.
• Flight in heavy precipitation
NEW ENGINE BREAK-IN AND
OPERATION
There are no specif ic break-in procedures required for the Pratt and Whitney of Canada
PT6A-114 and PT6A-114A turboprop engines.
The engines may be safely operated throughout the normal ranges authorized by the manufacturer at the time of delivery of the airplane.
• During inadvertent icing encounters
until the inertial separator has been in
bypass for 5 minutes
• When near fuel exhaustion as indicated
by illumination of the RESERVOIR
FUEL LOW annunciator
This helps prevent engine flameout due to ambient conditions or brief interrupts in fuel flow.
ENGINE SHUTDOWN
If the airplane is equipped with a standby alternator, an additional step must be followed
after engine shutdown.
The standby alternator receives f ield current
from the KEEP ALIVE 2 circuit. In an emergency condition, the standby alternator can be
brought online without moving the BATTERY
switch to ON. Normal engine shutdown procedures call for turning the STBY PWR switch
to the OFF position prior to shutting the engine down and turning the BATTERY switch
off. If the STBY PWR switch is inadvertently
left in the ON position, several of the red annunciators remain illuminated after the BATTERY switch is turned off. The illuminated
annunciators serve as a reminder to turn off the
STBY PWR switch in order to prevent draining the battery.
LIMITATIONS
ENGINE IGNITION
PROCEDURES
For most operations, the IGNITION switch is
left in the NORM position. With the switch in this
position, ignition is on only when the STARTER
switch is in the START position.
Turn the IGNITION switch ON to provide continuous ignition under the following conditions:
ENGINE
Number of engines ................................... One
Engine manufacturer .......... Pratt & Whitney
of Canada, Ltd.
Engine model number................ PT6A-114A
• Emergency engine starts without starter
assist
7-20
FOR TRAINING PURPOSES ONLY
COMPRESSOR
COMPRESSOR TURBINE
IGNITER
FUEL NOZZLE
LEGEND
AMBIENT INLET AIR
COMPRESSOR AIR
COMBUSTION AIR
EXHAUST AIR
COMPRESSOR BLEED AIR
7-21
Figure 7-14. Gas Flow
CESSNA CARAVAN I PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
COMPRESSOR
BLEED VALVE
POWER TURBINE
CESSNA CARAVAN I PILOT TRAINING MANUAL
Engine type—Free turbine, two-shaft engine
utilizing a compressor section with:
• Three axial stages and one centrifugal
stage
• A n n u l a r r ev e r s e - f l ow c o m b u s t i o n
chamber
• One-stage compressor turbine
• One-stage power turbine
• Single exhaust
The power turbine drives the propeller through
a two-stage planetary gearbox at the front of
the engine.
Shaft Horsepower—675 for PT6A-114A.
Engine control operating limits—Flight operation with the power lever retarded below the
IDLE position is prohibited.
Engine starting cycle limits:
• Using the airplane battery, the starting
cycle is limited to the following intervals and sequence:
• 30 seconds on, 60 seconds off
• 30 seconds on, 60 seconds off
• 30 seconds on, 30 minutes off
• Repeat the above cycle as required
• Using external power, the starting cycle
is limited to the following intervals and
sequence:
• 20 seconds on, 120 seconds off
• 20 seconds on, 120 seconds off
• 20 seconds on, 60 minutes off
• Repeat the above cycle as required
7-22
Powerplant Instrument
Markings
Torque Indicator
Green arc .............................. 0 to 1,865 ft-lb
Striped green arc ........... 1,865 to 1,970 ft-lb
Red line........................................ 1,865 ft-lb
Red line........................................ 1,970 ft-lb
Interturbine Temperature (ITT)
Indicator
Green arc .................................. 100 to 740°C
Red line .............................................. 805°C
Incorporates red triangle at 1,090°C and starting temperature limitation box labeled “ST,
LIM 1,090°.”
Gas Generator % RPM Indicator
Green arc................................. 52 to 101.6%
Red line ............................................ 101.6%
100% N g is 37,500 rpm.
Placards
• Below power lever:
CAUTION
USE BETA AND REVERSE ONLY
WITH ENGINE RUNNING AND
PROPELLER OUT OF FEATHER
• Near torque indicator:
PT6A–114
PT6A–114A
RPM
MAX
TORQUE
RPM
MAX
TORQUE
1900
1800
1700
1600
1658
1751
1854
1970
1900
1800
1700
1600
1865
1970
1970
1970
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
PROPELLER
Propeller System Operating
Limits—Hartzell and McCauley
Hartzell
Propeller manufacturer—Hartzell Propeller
Products
Propeller model number—HC-B3MN3/M10083
Number of blades .................................. Three
Propeller diameter:
• Maximum............................. 100 inches
• Minimum ............................. 100 inches
(no cutoff approved)
Perform an overspeed governor check before the f irst flight of the day, after engine
control system maintenance, or if adjustment has been made.
Propeller rpm must be set so as not to exceed
600 shp with torque above 1,658 ft-lb for the
PT6A-114 and 675 shp with torque above
1,865 ft-lb for PT6A-114A.
Propeller RPM Indicator
Green arc ......................... 1,600 to 1,900 rpm
Red line ........................................... 1,900 rpm
Propeller type—Constant-speed, full-feathering, reversible, hydraulically actuated, composite-blade propeller.
Propeller Anti-Ice Ammeter
Green arc................................ 20 to 24 amps
Propeller blade angle (42-inch station):
• Feathered ....................................... 78.4°
• Low pitch ............................................ 9°
• Maximum reverse ......................... –18°
McCauley
Propeller manufacturer................. McCauley
Accessory Division
OIL
Oil Grade (Specification)
Oil conforming to Pratt & Whitney engine
Service Bulletin No.1001 and all revisions
of supplements thereto, must be used. Refer
to Section 8 of the POH for a listing of approved oils.
Propeller model ........ 3GFR34C703/106GA-0
Total Oil Capacity
Number of blades .................................. Three
Total oil capacity for the Caravan 1 is 14 U.S.
quarts (including oil in filter, cooler, and hoses).
Propeller diameter:
• Maximum............................. 106 inches
Drain and Refill Quantity
• Minimum ............................. 104 inches
Drain and ref ill quantity is approximately 9.5
U.S. quarts.
Propeller type—Constant speed, full-feathering, reversible, hydraulically actuated, aluminum-bladed propeller with a feathered blade
angle of 88°, a low pitch blade angle of 15.6°,
a n d a m a x i m u m r ev e r s e bl a d e a n g l e o f
–14°(30-inch station).
Oil Quantity Operating Range
Fill to within 1.5 quarts of MAX HOT or
MAX COLD (as appropriate) on the dipstick. Quart markings indicate U.S. quarts
low if oil is hot. For example, a dipstick
FOR TRAINING PURPOSES ONLY
7-23
CESSNA CARAVAN I PILOT TRAINING MANUAL
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.
• On side of inertial separator duct:
NOTE
PRESSURIZED OIL TANK
To obtain an accurate oil level reading,
check the oil level either within 10
minutes after engine shutdown while
the oil is hot (MAX HOT marking) or
prior to the first flight of the day while
the oil is cold (MAX COLD marking).
If more than 10 minutes has elapsed
since engine shutdown and the engine
oil is still warm, perform an engine
dry motoring run before checking the
oil level.
ENSURE
OIL DIPSTICK
IS SECURE
WARNING!
EMERGENCY/ ABNORMAL
HOT STARTS
Oil Pressure Gauge
Red line ............................................... 40 psi
Yellow arc .................................. 40 to 85 psi
Green arc ................................. 85 to 105 psi
Red line ............................................. 105 psi
A “hot” start is caused by excessive fuel flow
at normal rpm or normal fuel flow with insufficient rpm. The latter is usually the problem,
which is caused by attempting a start with a
discharged or weak battery.
Red line ............................................ +104°C
A minimum battery voltage of 24 volts is not always an indication that the battery is near full
charge or in good condition. This is especially
true with the NiCad battery, which maintains a minimum no-load voltage of 24 volts even at 50% or
less charge condition. If gas generator acceleration in the initial part of the start is less than normally observed, return the FUEL CONDITION
lever to CUTOFF, and discontinue the start.
Recharge the battery or connect an APU before
attempting another start.
PLACARDS
Following are a few procedures that should be
observed on engine start:
Oil Temperature Gauge
Red line............................................... –40°C
Yellow arc .................................. –40 to 10°C
Green arc ................................ +10 to +99°C
Yellow arc................................ 99 to +104°C
• Adjacent to oil dipstick/filler cap (on inertial separator duct):
ENGINE OIL
TOTAL CAPACITY 14 U.S. QUARTS
DRAIN 7 FILL 9.5 U.S. QUARTS
• If no interstage turbine temperature
(ITT) rise is observed within 10 seconds after moving the FUEL CONDITION lever to the LOW IDLE position,
or ITT rapidly approaches 1,090°C,
move the FUEL CONDITION lever to
CUTOFF and perform the engine clearing procedure.
TYPE: SEE PILOT'S OPERATING HANDBOOK
FOR APPROVED OILS. DO NOT MIX BRANDS.
SERVICED WITH: ____________
7-24
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
• With a cold engine or after making a
battery start, which causes a high initial
generator load due to battery recharging,
it may be necessary to advance the power
lever slightly ahead of the IDLE detent
to maintain a minimum idle of 52% N g .
Since the generator contactor closes
when the STARTER switch is turned to
the OFF position, anticipate the increased engine load by advancing the
power lever to obtain approximately 55%
N g before turning the STARTER switch
OFF. This prevents the initial generator
load from decreasing idle rpm below
the minimum of 52%.
• If during the start, the starter accelerates the gas generator rapidly above
20% N g , suspect gear train decouple.
Do not continue the start. Rapid acceleration through 35% N g suggests a
start on the secondary nozzles.
Anticipate a hot start.
• After an aborted start for whatever reason,
it is essential before the next start attempt
to allow adequate time to drain off unburned fuel. Failure to drain all residual
fuel from the engine could lead to a hot
start, a hot streak leading to hot section
damage, or torching of burning fuel from
the engine exhaust on the next successful
ignition. A dry motoring, within starter
limitations after confirming that all fuel
drainage has stopped, ensures that no fuel
is trapped before the next start.
• If the amber STARTER ENERGIZED
annunciator fails to extinguish after engine start, the generator does not function because the start contactor may be
stuck closed. Turn the BATTERY switch
to the OFF position and shutdown the engine if such an indication is observed.
• Engine starts may be made with airplane battery power or with an APU. However, it is
recommended that an APU be used when
the ambient air temperature is less than 0°F
(–18°C). Under these conditions, observe
other cold weather operating procedures
published in the POH.
• In the event the APU drops off line
during engine start, a loss of electrical
power to the starter results, which could
lead to a hot start. Should a loss of
auxiliar y power occur, immediately
place the FUEL CONDITION lever to
the CUTOFF position, monitor ITT,
and ensure the engine is shutting down.
If high ITT persists, turn the EXTERNAL POWER switch to the OFF position, place the STARTER switch to the
M OTO R p o s i t i o n , a n d u s e b a t t e r y
power for engine rotation to aid in reducing ITT.
• When an APU is used, ensure the unit is
negatively grounded and regulated to 28
VDC with a capability of providing a
minimum of 800 amps during the starting cycle. Do not use the APUs with output exceeding 1,700 amps.
During takeoff, an engine f ire or failure requires immediate pilot response. Refer to the
POH for specif ic and current information and
procedures.
ENGINE FAILURE DURING
TAKEOFF ROLL
If the engine fails during the takeoff roll,
move the POWER lever to the BETA range
and apply the brakes Retract the wing flaps
and stop the aircraft.
If the aircraft cannot be stopped on the remaining runway, position the FUEL CONDITION Lever to CUTOFF and pull the FUEL
SHUTOFF out (OFF position). Position the
FUEL TANK SELECTORS to OFF. This will
cause the warning horn to sound. turn the
BATTERY switch to OFF.
ENGINE FAILURE
IMMEDIATELY AFTER
TAKEOFF
If the engine fails immediately after takeoff, adjust the airspeed to 85 KIAS with the flaps set
to 20°. Position the propeller to FEATHER and
FOR TRAINING PURPOSES ONLY
7-25
CESSNA CARAVAN I PILOT TRAINING MANUAL
the wing flaps to FULL DOWN. Position the
FUEL CONDITION Lever to CUTOFF and pull
out the FUEL SHUTOFF (OFF position). Place
the FUEL TANK SELECTORS in the OFF position. This causes the warning horn to sound.
Place the BATTERY switch to the OFF position.
ENGINE FAILURE DURING
FLIGHT
If there is an engine failure during flight, adjust
the airspeed to 95 KIAS and set the power lever
to IDLE. Place the propeller control lever in the
FEATHER position and set the FUEL CONDITION lever to CUTOFF.
Verify/adjust the wing flaps to the UP position
and place the FUEL BOOST switch in the OFF
position. Pull out the FUEL SHUTOFF to the
OFF position and place the IGNITION switch
in the NORM position.
If a STBY PWR switch is installed, place it in
the OFF position and reduce the electrical load.
refer to Emergency Landing Without Engine
Power checklist.
Place the BLEED AIR HEAT switch in the OFF
position and pull the EMERGENCY POWER
lever to NORMAL, and set the POWER lever
to IDLE. Place the PROP control lever in the
MIN rpm detent, and the FUEL CONDITION
lever to CUTOFF. Push in the FUEL SHUTOFF to the ON position. Place the FUEL TANK
SELECTORS to the ON positions.
Turn the BATTERY switch to the ON position,
and the FUEL BOOST switch to ON also. Make
sure to check that the AUX FUEL PUMP ON annunciator is illuminated, and the FUEL PRESS
LOW annunciator extinguishes.
Maintain an altitude below 20,000 feet maximum. Place the STARTER switch in the START
position and observe. Check to see if the IGNITION ON annunciator is illuminated and that
there is an indication of engine OIL pressure on
the gauge. Make sure N g is 12% minimum.
Position the FUEL CONDITION lever to
LOW IDLE and observe. Monitor the ITT
for 1090°C maximum. Set N g to 52% minimum and turn the STARTER switch to the
OFF position.
ENGINE FLAMEOUT DURING
FLIGHT
WARNING
If conditions exist, such as heavy
precipitation or nearly empty fuel
tanks, turn the IGNITION switch to
the ON position.
If the gas generator speed (N g) is above 50%,
set the POWER lever to IDLE. Make sure the
IGNITION switch is in the ON position. Adjust
the POWER lever as desired after a satisfactory
relight. This is evidenced by a normal ITT and
N g. Place the IGNITION switch to the OFF position if the cause of the flameout has been corrected.
Place the FUEL BOOST switch in the NORM
position unless it cycles on and off; then leave
in the ON position.
AIRSTART—STARTER ASSIST
(PREFERRED PROCEDURE)
AIRSTART—NO STARTER
ASSIST
Reduce the electrical load while placing the STBY
PWR switch (if installed) to the OFF position.
Turn the AVIONICS switches to the OFF position.
Place the IGNITION switch in the NORM position and turn the AIR CONDITIONING (if installed) switches to the OFF position.
Trip and release the GENERATOR switch, and
turn the STBY PWR switch and the AVIONICS
switches to the OFF position.
7-26
Turn the AIR CONDITIONING switches, and the
BLEED AIR HEAT switch to OFF. Set the EMER-
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
GENCY POWER lever to NORMAL, and the
POWER lever to IDLE. Place the PROP lever in the
MIN rpm detent and place the FUEL CONDITION
lever in the CUTOFF position.
Push in the FUEL SHUTOFF to the ON position,
and place the FUEL TANK SELECTORS in the
LEFT ON and RIGHT ON positions.
Place the BATTERY switch in the ON position
and the FUEL BOOST switch to ON also. Check
that the AUX FUEL PUMP ON annunciator is illuminated and that the FUEL PRESS LOW annunciator is extinguished.
Place the FUEL BOOST switch to the NORM
position unless it cycles on and off; then leave it
in the ON position. Set the FUEL CONDITION
lever to HIGH IDLE and the PROP control lever
as desired. Set the POWER lever as desired and
place the GENERATOR switch to RESET and
then release.
Turn on electrical and avionics equipment as
desired.
Turn the IGNITION switch to the ON position
and check to see if the IGNITION ON annunciator is illuminated.
Maintain an airspeed of 100 KIAS minimum
(140 KIAS if the propeller is feathered), and an
altitude of 20,000 feet maximum (15,000 feet if
the propeller is feathered).
CAUTION
Do not attempt a restart without
starter assist if the N g tachometer
indicates zero RPM.
Check to see if there is a stable Ng indication,
and place the FUEL CONDITION lever in the
LOW IDLE detent and observe. Monitor the
ITT to verify a 1090°C maximum reading,
and the N g to verify a 52% minimum.
Turn the IGNITION switch to the NORM position if the Ng is 52% or above, unless conditions warrant leaving the switch in the ON
position.
WARNING
If conditions exist, such as heavy
precipitation or nearly empty fuel
tanks, turn the IGNITION switch to
the ON position.
FOR TRAINING PURPOSES ONLY
7-27
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. The PT6A engine is def ined as a:
A. Fixed-shaft, constant-speed engine
B. Free-turbine, turboprop engine
C. Single-spool, variable-speed engine
D. None of the above
2. The torque gauge indicates the power:
A. Developed by the gas generator
B. Delivered by the propeller
C. Of the combined gas generator and
power turbine
D. Delivered to the propeller
3. The power turbine is on a shaft that:
A. Drives the gas generator
B. Drives the accessory section
C. Drives the reduction gear
D. Drives the propeller directly
4. Air induced into the engine:
A. Enters at the rear and is exhausted at
the front
B. Enters at the front and is exhausted at
the rear
C. Passes from the power turbine to the
compressor wheels
D. Must be cooled by the compressor
section
5. During operations using the emergency
power lever:
A. Extreme caution should be used when
reversing thrust.
B. The EMERGENCY POWER LEVER
annunciator illuminates when the
lever is unstowed from the NORMAL
position.
C. Only partial engine power is available.
D. Engine response may be slower than
when using the power lever.
7-28
6. With the propeller control lever in the
MAX position:
A. The propeller speed is governed at
1,900 rpm.
B. The engine delivers maximum torque.
C. The propeller governor is bypassed.
D. The gas generator rpm is at maximum.
7. Engine oil level should be:
A. Maintained full at all times
B. Checked only before the first flight of
the day
C. Lower for cold weather operations
D. Maintained to within 1.5 quarts of MAX
HOT or MAX COLD as appropriate
8. The IGNITION switch should be placed
in the ON position:
A. For airstarts without starter assist
B. For operation on water-covered runways
C. During flight in heavy precipitation
D. All of the above
9. The inertial separator should be placed in
the bypass position:
A. To increase engine rpm
B. When flying through visible moisture
at low temperatures
C. For all takeoffs
D. During all operations above 5,000 feet
10. Loss of any pneumatic signal to the fuel
control unit causes:
A. The engine to shut down
B. The engine to drop to idle rpm
C. The engine rpm to increase rapidly
D. A complete stoppage of fuel flow
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
11. When the STARTER switch is placed in
the START position:
A. The IGNITION switch must be placed
in the ON position.
B. The ignition system is energized if
the IGNITION switch is in the NORM
position.
C. The starter-generator functions as a
generator.
D. The ignition system is deenergized .
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
FOR TRAINING PURPOSES ONLY
7-29
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
DESCRIPTION ....................................................................................................................... 8-2
COMPONENTS ...................................................................................................................... 8-2
Portable Fire Extinguisher ............................................................................................... 8-2
CONTROLS AND INDICATIONS ........................................................................................ 8-2
FIRE DETECT–TEST Switch ........................................................................................ 8-2
ENGINE FIRE Annunciator............................................................................................ 8-2
Warning Horn .................................................................................................................. 8-2
CABIN HEAT FIREWALL SHUTOFF Knob ................................................................ 8-2
EMERGENCY/ABNORMAL ................................................................................................ 8-3
Engine Fire During Start on Ground .............................................................................. 8-3
Cabin Fire During Ground Operations ............................................................................ 8-3
Engine Fire in Flight........................................................................................................ 8-3
Electrical Fire in Flight.................................................................................................... 8-4
Cabin Fire ........................................................................................................................ 8-4
Wing Fire ......................................................................................................................... 8-4
QUESTIONS........................................................................................................................... 8-5
FOR TRAINING PURPOSES ONLY
8-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
8-1
Annunciator Panel.................................................................................................... 8-2
8-2
CABIN HEAT FIREWALL SHUTOFF Knob ........................................................ 8-3
FOR TRAINING PURPOSES ONLY
8-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 8
FIRE PROTECTION
INTRODUCTION
The Cessna Caravan I is equipped with an engine f ire-detection system as standard
equipment. The detection system includes a heat sensor in the engine compartment, a
warning annunciator, and a warning horn.
GENERAL
The f ire detection system in the engine compartment is a closed loop system that operates on DC power. Signals are sent to the
annunciator panel, warning the pilot of an
engine f ire. There is no engine f ire-extinguishing system on the aircraft. A hand-held
f ire extinguisher is available on the door on
the pilot side.
FOR TRAINING PURPOSES ONLY
8-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
DESCRIPTION
The engine f ire detection system includes a
heat sensor in the engine compartment, an
ENGINE FIRE annunciator on the annunciator panel (Figure 8-1), and a warning horn
above the pilot. The heat sensor consists of one
flexible closed loop. When high engine compartment temperatures are experienced, the
heat causes a change in the resistance of the
closed loop. This change in resistance is sensed
by a control box on the aft side of the f irewall,
which illuminates the annunciator and triggers
the audible warning horn.
Fire warning is initiated when temperatures in
the engine compartment exceed:
• 218°C (425°F) on the f irst section
(f irewall)
• 329°C (625°F) on the second section
(around the exhaust)
• 232°C (450°F) on the third section (rear
engine compartment)
CONTROLS AND
INDICATIONS
FIRE DETECT–TEST SWITCH
A FIRE DETECT–TEST switch is left of the
annunciator panel (Figure 8-1). When depressed, the ENGINE FIRE annunciator illuminates and the war ning hor n sounds,
indicating that the fire warning circuitry is operational. The system is protected by a FIRE
DET pull-off type circuit breaker on the left
sidewall switch and CB panel.
ENGINE FIRE ANNUNCIATOR
When the closed loop system in the engine
compartment senses that temperature has exceeded the limits, it illuminates the ENGINE
FIRE annunciator.
WARNING HORN
COMPONENTS
An audible warning horn sounds along with the
ENGINE FIRE annunciator indicating engine
compartment temperatures have been exceeded.
PORTABLE FIRE
EXTINGUISHER
CABIN HEAT FIREWALL
SHUTOFF KNOB
The portable f ire extinguisher is an ABC type
that normally is in the door on the pilot side.
The CABIN HEAT FIREWALL SHUTOFF
knob is a push-pull knob on the lower right side
of the pedestal (Figure 8-2). When pulled out,
the knob actuates two firewall shutoff valves:
one in the bleed-air supply line to the cabin
heating system and one in the cabin return line.
Figure 8-1. Annunciator Panel
8-2
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CABIN FIRE DURING GROUND
OPERATIONS
If there is a cabin fire during ground operations, pull the POWER lever to IDLE and apply
the brakes as required. Place the PROP control
lever to FEATHER, and the FUEL CONDITION lever to the CUTOFF position. Turn the
BATTERY switch to the OFF position. Evacuate
the aircraft and extinguish the fire.
ENGINE FIRE IN FLIGHT
Figure 8-2. CABIN HEAT FIREWALL
SHUTOFF Knob
The knob is normally pushed in unless a fire is
suspected in the engine compartment.
EMERGENCY/
ABNORMAL
For detailed information and procedures related to f ire protection, refer to the POH.
ENGINE FIRE DURING START
ON GROUND
If there is an engine fire while the aircraft is
starting on the ground, place the FUEL CONDITION lever in the CUTOFF position and the
FUEL BOOST switch in the OFF position. Turn
the STARTER switch to the MOTOR position
and FUEL SHUTOFF to the OFF (out) position.
CAUTION
Do not exceed the starting cycle limitations; refer to Section 2 in the
Pilot Operating Guide (POH).
If the f ire persists as indicated by
sustained interturbine temperature,
immediately close the FUEL SHUTOFF and continue motoring.
Turn the STARTER switch, FUEL SHUTOFF,
and the BATTERY switch to the OFF position.
Evacuate the aircraft and extinguish the fire.
If there is an engine f ire in flight, the red ENGINE FIRE annunciator illuminates. Place
the power lever to idle and the propeller control lever to FEATHER. Position the FUEL
CONDITION lever to CUTOFF and place
the FUEL SHUTOFF in the OFF position.
Pull the CABIN HEAT FIREWALL SHUTOFF to the OFF position (out), and close all
side vents. Open the overhead vents and turn
on all ventilation fans (if installed).
Refer to Section 3 in the POH.
ELECTRICAL FIRE IN FLIGHT
Place the BATTERY switch in the OFF position and push the GENERATOR switch to
TRIP and then release. If a STBY PWR switch
is installed, turn it to the OFF position.
WARNING
Without electrical power, all electrically operated gyros and engine
instruments, fuel boost pump, annunciators, wing flaps, and all
avionics are inoperative. Vacuumdriven gyros are operative. For aircraft with a KFC-150 autopilot,
vacuum-driven gyros are the pilot
horizon gyro and the right directional gyros. For aircraft with the
KFC-250 autopilot, vacuum-driven
gryos are the right horizon and directional gyros.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Close all vents to avoid drafts and turn the
BLEED AIR switch to the OFF position. Activate
the fire extinguisher.
WARNING
Occupants must wear oxygen masks
until the smoke clears. After discharging an extinguisher within a
closed cabin, ventilate the cabin.
Turn all avionics and other electrical switches
to the OFF position.
If the f ire appears out and electrical power is
necessary for continuance of the flight, turn the
BATTERY switch and STBY PWR switch to the
ON position. Place the GENERATOR switch
in the RESET position and then release.
Check all circuit breakers for faulty circuits.
Do not reset circuit breakers with faults.
Place the inverter switch (if installed) in
the 1 or 2 position. Turn radio switches to
OFF and the AVIONICS power switches to
the ON position.
Turn radio and electrical switches to the ON
position, one at a time. Delay turning on
the next switch(es) until the short circuit is
localized.
Open vents when it is ascertained that the fire
is completely extinguished, and turn the BLEED
AIR switch to ON as desired.
WARNING
Without electrical power, all electrically operated gyros and engine
instruments, fuel boost pump, annunciators, wing flaps and all
avionics are inoperative. Vacuumdriven gyros are operative. For aircraft with a KFC-150 autopilot,
vacuum-driven gyros are the pilot
horizon gyro and the right directional gyros. For aircraft with the
KFC-250 autopilot, vacuum-driven
gryos are the right horizon and directional gyros.
Close all vents to avoid drafts and turn the
BLEED AIR switch to the OFF position. Activate
the fire extinguisher.
WARNING
Occupants must wear oxygen masks
until the smoke clears. After discharging an extinguisher within a closed
cabin, ventilate the cabin.
Land the aircraft as soon as possible.
WING FIRE
If there is a wing fire, turn the following switches
to the OFF position:
• PITOT/STATIC HEAT switch
• STALL HEAT switch
CABIN FIRE
Turn the BATTERY switch to the OFF position. Place the GENERATOR switch in the
TRIP position and then release. If a STBY
PWR switch is installed, turn it to the OFF
position.
• STROBE lights switch
• NAV lights switch
• LEFT and RIGHT LDG lights
• TAXI/RECOG lights
• RADAR
Turn all ventilation fans (if installed) to the
OFF position.
8-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. The fire detection “test” function assures:
A. The f ire loop is detecting f ire.
B. The f ire loop is not damaged.
C. The f ire loop has detected heat.
D. The engine f irewall is safe.
2. The f ire detection system only warns the
pilot of a f ire in the engine.
A. True
B. False
3. The amount of heat needed to initiate the
f ire warning is :
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 in the event of an
engine f ire.
C. Turns off the bleed-air heat if the passengers are too hot.
D. Deactivates the engine f ire extinguisher.
5. In the event of an engine f ire warning
(light and horn):
A. Secure the engine and land.
B. Secure the engine, declare an emergency, and land.
C. Fly the airplane, secure the engine, declare an emergency, and land as soon
as possible.
D. Verify there is an engine f ire
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL .............................................................................................................................. 9-1
DESCRIPTION ....................................................................................................................... 9-3
SUCTION Gauge ............................................................................................................ 9-3
VACUUM LOW Annunciator ......................................................................................... 9-3
LIMITATIONS ........................................................................................................................ 9-3
Suction Gauge.................................................................................................................. 9-3
QUESTIONS........................................................................................................................... 9-4
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
9-1
Pneumatic System Schematic .................................................................................. 9-2
9-2
SUCTION Gauge..................................................................................................... 9-3
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 9
PNEUMATICS
INTRODUCTION
This chapter describes the pneumatic system on the Cessna Caravan I. The pneumatic
system routes air for use in heating the aircraft and to operate the gyroscopic equipment
and also the optional de-ice boot system.
GENERAL
The pneumatic system uses engine compressor bleed air for the heating system in the aircraft and also for instruments that use
gyroscopes to operate (Figure 9-1). Control
knobs and switches are in the cockpit. The engine bleed air provides air to maintain all required system functions.
FOR TRAINING PURPOSES ONLY
9-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
LEGEND
COMPRESSOR BLEED
VALVE
HIGH PRESSURE BLEED AIR
LOW PRESSURE BLEED AIR
P3 HOT AIR
P2.5 WARM AIR
REGULATED BLEED AIR
SUCTION/VACUUM
CABIN AIR
BLEED-AIR
HEAT SWITCH
PRESSURE
REGULATING VALVE
TO VACUUM
SYSTEM
FLOW CONTROL
VALVE
MIXING
AIR VALVE
MIXER/
MUFFLER
FIREWALL
SHUTOFF
VALVES
TEMPERATURE
CONTROL KNOB
Figure 9-1. Pneumatic System Schematic
9-2
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
DESCRIPTION
A vacuum system provides the suction necessary to operate the left attitude indicator and the
right directional indicator on most aircraft. On
aircraft with the KFC-150 autopilot, the left attitude indicator and right directional indicator
are vacuum-operated. Vacuum is obtained by
passing regulated compressor outlet bleed air
through a vacuum ejector. Bleed air flowing
through an orifice in the ejector creates the suction necessary to operate the instruments. The
vacuum system consists of the bleed-air pressure regulator, a vacuum ejector on the forward
left side of the firewall, a vacuum relief valve
and vacuum system air filter on the aft side of
the firewall, vacuum-operated instruments and
a suction gage on the instrument panel, and a
vacuum-low warning annunciator on the annunciator panel.
Figure 9-2. SUCTION Gauge
LIMITATIONS
SUCTION GAUGE
The SUCTION gauge is on the upper left side of
the instrument panel (Figure 9-2). It is calibrated
in inches of mercury and indicates suction available for operation of the attitude and directional
indicators. The gauge is marked from 3.5 to 5.5
inches of mercury. A suction reading outside of
these ranges indicates a system malfunction or improper adjustment.
VACUUM LOW ANNUNCIATOR
A red VACUUM LOW annunciator is on the
annunciator panel. It warns the pilot of a possible low vacuum condition existing in the
vacuum system. Illumination of the annunciator warns the pilot to check the suction gauge
and be alert for possible erroneous vacuumdriven gyro instrument indications.
Suction Gauge
Green arc:
• To 15,000 feet............ 4.5 to 5.5 in. Hg
• To 20,000 feet............ 4.0 to 5.5 in. Hg
• To 25,000 feet............ 3.5 to 5.5 in. Hg
• To 30,000 feet............ 3.0 to 5.5 in. Hg
Incorporates stepped green arc with 15K, 20K,
25K, and 30K markings at the appropriate step
locations to indicate the altitude (in thousands
of feet) at which the lower limit of that arc segment is acceptable.
FOR TRAINING PURPOSES ONLY
9-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. The bleed air system operates:
A. The pilots ADI and copilots DI
B. The bleed air heat
C. Deice boots
D. All the above
9-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL—STANDARD ................................................................................................... 10-1
Rate of Climb .................................................................................................................. 10-2
ICE DETECTION SYSTEM ................................................................................................ 10-2
Components ..................................................................................................................... 10-3
Controls and Indications.................................................................................................. 10-3
ANTI-ICE SYSTEM............................................................................................................. 10-3
Propeller Anti-Ice Boot System....................................................................................... 10-3
Windshield Anti-Ice System............................................................................................ 10-5
Pitot-Static Heat System.................................................................................................. 10-6
Engine Inertial Separator System.................................................................................... 10-7
Stall Warning System ...................................................................................................... 10-7
DEICE SYSTEM .................................................................................................................. 10-7
Description ...................................................................................................................... 10-7
Components ..................................................................................................................... 10-8
Controls and Indications.................................................................................................. 10-8
Operation ......................................................................................................................... 10-8
Emergency/Abnormal...................................................................................................... 10-8
GENERAL—TKS .............................................................................................................. 10-10
COMPONENTS.................................................................................................................. 10-13
Protection Panels ........................................................................................................... 10-13
Fluid Tank...................................................................................................................... 10-13
Equipment Pack............................................................................................................. 10-13
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Propeller Slinger Ring................................................................................................... 10-13
Windshield Spray Bar ................................................................................................... 10-13
Pitot-Static And Stall HEAT system ............................................................................. 10-14
Engine Inertial Separator System.................................................................................. 10-14
Wing Inspection Light................................................................................................... 10-14
Ice Detection Light........................................................................................................ 10-14
Low Airspeed Awareness System.................................................................................. 10-14
CONTROLS AND INDICATIONS.................................................................................... 10-15
PRIMARY Switch ......................................................................................................... 10-15
MAX FLOW Switch ..................................................................................................... 10-15
BACKUP Switch........................................................................................................... 10-16
P/S HEAT / LOW A/S AWARE Switch ........................................................................ 10-16
STALL HEAT Switch ................................................................................................... 10-16
INERTIAL SEPARATOR CONTROL Handle............................................................. 10-16
Anti-Ice Fluid Quantity Gage ....................................................................................... 10-16
Fluid Tank Sight Glass .................................................................................................. 10-16
System Annunciator ...................................................................................................... 10-17
OPERATION ...................................................................................................................... 10-18
PRIMARY Switch ......................................................................................................... 10-18
MAX FLOW Switch ..................................................................................................... 10-18
BACKUP Switch........................................................................................................... 10-19
LIMITATIONS.................................................................................................................... 10-19
Ice Protection Fluid ....................................................................................................... 10-19
Solvent Usage................................................................................................................ 10-20
Ice Accumulation .......................................................................................................... 10-20
EMERGENCY/ABNORMAL............................................................................................ 10-20
QUESTIONS—STANDARD ............................................................................................. 10-21
QUESTIONS—TKS ........................................................................................................... 10-22
10-ii
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
10-1
Wing Ice Detector Light ........................................................................................ 10-3
10-2
Windshield Ice Detector Light............................................................................... 10-3
10-3
Propeller Anti-Ice Boot.......................................................................................... 10-4
10-4
DEICE/ANTI-ICE Switch Panel ........................................................................... 10-4
10-5
Low Airspeed Annunciator .................................................................................... 10-6
10-6
Wing, Wing Strut, and Stabilizer Deice Boots ...................................................... 10-8
10-7
Pneumatic Deice System Schematic...................................................................... 10-9
10-8
Ice Protection Airframe Components .................................................................. 10-10
10-9
Anti-Ice Protection System.................................................................................. 10-12
10-10
Wing Inspection Light ......................................................................................... 10-14
10-11
Ice Detection Light .............................................................................................. 10-14
10-12
Left Sidewall Switch Panel.................................................................................. 10-15
10-13
Anti-Ice Instrument Panel.................................................................................... 10-15
10-14
View of Fluid Sight Glass Through Cargo Pod Opening.................................... 10-17
10-15
A-ICE GAL Fluid Quantity Indication ............................................................... 10-17
10-16
CAS Message Indications.................................................................................... 10-17
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The ice and rain protection system on the Cessna Caravan I includes ice detection,
anti-icing, and deice systems. Ice detection systems exist for the windshield and wing.
Anti-ice systems include propeller anti-ice boots, windshield panel, pitot-static heat, engine inertial separator, and heated stall warning vane. Deice systems include pneumatic
deice boots and are provided for the wings, wing struts, and stabilizers.
The TKS ice protection system on the Cessna Caravan I provides fluid-based anti-ice
protection to the wing panels, wing struts, and horizontal and vertical stabilizers, and
propeller. The fluid-based system replaces the pneumatic de-ice boots and electrothermal de-ice components common on the Caravan I.
GENERAL—STANDARD
This airplane is approved for flight into icing
conditions (as def ined by FAR Part 25 continuous maximum and maximum intermittent
icing envelopes) only if the following Cessna
and FAA-approved equipment is installed and
is fully operational:
• Wing and wing strut leading-edge deice
boots
• Horizontal stabilizer leading-edge deice
boots
• Main landing gear leg boots (with cargo
pod installed)
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
• Cargo pod nosecap boot (with cargo pod
installed)
• Vertical stabilizer leading-edge deice
boots
• Propeller anti-ice boots
• Windshield anti-ice panel
• Pitot-static tube heat system (left)
• Standby electrical system
• Wing inspection light
• Engine iner tial separator (required
equipment on standard airplane)
• Heated stall warning system (included
equipment on standard airplane)
may not be achievable due to the
residual ice build-up.
The in-flight ice protection equipment does not
remove ice, snow, or frost accumulations from
a parked airplane suff iciently to ensure a safe
takeoff or subsequent flight. Employ other
means (such as a heated hangar or approved
deicing solutions) to ensure that all wing,
strut, tail, control, propeller, and windshield
surfaces, as well as the fuel vents, main landing gear, and cargo pod nosecap are free of ice,
snow, and frost accumulations. Also ensure
there are no internal accumulations of ice or
debris in the control surfaces, engine intakes,
pitot-static system ports, and fuel vents prior
to takeoff.
• Low Airspeed Awareness (LAA) System
If the aircraft has the following equipment, it
must be operational (refer to Section 2 and
S u p p l e m e n t S - 1 o f t h e P i l o t O p e ra t i n g
Handbook (POH) for a complete listing of
other required equipment):
WARNING
If these requirements are not accomplished, aircraft performance is degraded to a point where a safe takeoff
and climb out may not be possible.
• Larger heated windshield
• Windshield ice detector light
The “Known Icing Equipment” package provides adequate in-flight protection during normally encountered icing conditions that are
produced by moisture-laden clouds. It does not
necessarily provide total protection under abnormally severe conditions, such as those that
exist in areas of freezing rain. Nor does it necessarily provide complete protection for continuous operation in extremely widespread
areas of heavy cloud moisture content. During
all operations, the pilot must exercise good
judgment and be prepared to alter the flight if
conditions exceed the capacity of the ice protection equipment or if any component of this
equipment fails.
NOTE
When icing conditions are encountered, immediately leave these conditions before performance is
degraded to the point where a climb
(normally the best action to take)
10-2
RATE OF CLIMB
Ice accumulation on the airframe may cause
a loss in rate of climb. Expect the service ceiling of the airplane to be significantly reduced.
With some ice accretions, climbing to exit
icing conditions may not be an option. Even
after cycling the deice boots, residual ice on
the airframe can result in a decrease in climb
performance and service ceiling compared to
a clean airframe.
While some unusual ice accretions may result
in even lower performance than published in the
POH, this performance is deemed representative of a significant ice accretion and is based
on actual flight experience.
Observe applicable notes in the Performance
section of the POH for performance losses that
are associated with the inertial separator in BYPASS and cabin heat ON.
For more information concerning performance and emergency procedures, refer to the
POH, Section 9, S1.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
ICE DETECTION
SYSTEM
COMPONENTS
Wing Inspection Light
A wing inspection light is flush-mounted in the
left wing leading edge-to-fuselage fairing to
facilitate the detection of wing ice at night by
lighting the leading edge of the wing (Figure
10-1). The light is protect by the ICE DET
LIGHT circuit breaker on the CB panel.
Figure 10-2. Windshield Ice Detector
Light
DAY–NIGHT Switch
A DAY–NIGHT switch is immediately left of
the annunciator panel. The switch activates
the windshield ice-detector light.
Operation
Figure 10-1. Wing Ice Detector Light
Windshield Ice Detector Light
A red windshield ice-detector light is on the
lower inboard portion of the pilot windshield
(Figure 10-2). If the windshield is clear of
ice, a distinct red circle is present above the
light. If the windshield is contaminated, the red
circle becomes more diffused and the area of
red light increases.
CONTROLS AND INDICATIONS
WING LIGHT Switch
A two-position WING LIGHT toggle switch
is on the DEICE/ANTI-ICE switch panel. The
switch is spring-loaded to the OFF position and
must be held in the ON position to keep the
wing inspection light illuminated.
To activate the windshield ice-detector light,
move the DAY–NIGHT switch to the NIGHT
position. Do not rely upon the windshield icedetector light as the only means to detect ice.
ANTI-ICE SYSTEM
PROPELLER ANTI-ICE BOOT
SYSTEM
Description
The propeller anti-ice boot system provides
protection against icing through the use of
electrically heated boots on the propeller blade
leading edges (Figure 10-3). The system is
protected by the PROP ANTI-ICE CONT control circuit-breaker and the PROP ANTI-ICE
heater circuit breaker on the CB panel.
Controls and Indications
The system is controlled by a three-position
PROP toggle switch, on the DEICE/ANTI-ICE
switch panel (Figure 10-4):
FOR TRAINING PURPOSES ONLY
10-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
can be undetected unless the ammeter is monitored continuously.
Operation
Verify proper operation of the anti-ice system by monitoring the PROP ANTI-ICE AMPS
ammeter and the PROP ANTI-ICE and the
PROP ANTI-ICE CONT circuit breakers.
Limitations
Figure 10-3. Propeller Anti-Ice Boot
• AUTO position—Electric current flows
to an anti-ice timer, which cycles the
current simultaneously to the heating
elements in the anti-ice boots on the
three propeller blades at intervals of 90
seconds ON and 90 seconds OFF.
• OFF
• MANUAL—For emergency propeller
anti-icing
NOTE
An oil-operated pressure switch in
the electrical circuit prevents the
propeller anti-ice boot system from
operating in the AUTO position without the engine running. This prevents potential damage to the
propeller and associated anti-ice
components. A failure of this switch
Operation of the PROP toggle switch in the
MANUAL position is limited to 90 seconds
due to the possibility of run-back icing on
the unprotected, outer leading edges of the
propeller.
Propeller Anti-Ice Ammeter
• Green arc—20 to 24 amps
Emergency/Abnormal
In the event of a malfunction in the anti-ice
timer, hold the PROP toggle switch in the
lower MANUAL position to achieve emergency propeller anti-icing.
Propeller Anti-Ice System
Malfunction
Excessive vibration is an indication of uneven
anti-icing of the propeller blades. If this occurs,
cycle the propeller control lever back and forth
and then return to the MAX setting. Verify the
PROP ANTI-ICE and the PROP ANTI-ICE
CONT circuit breakers are pushed in.
Figure 10-4. DEICE/ANTI-ICE Switch Panel
10-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Check the propeller anti-ice ammeter for
proper operation (20–24 amps for 90 seconds,
then 0 amps for 90 seconds). If the ammeter
continuously indicates zero amps, ensure the
propeller anti-ice switch is in the AUTO position. Change the switch position to MANUAL and hold it there for 90 seconds. Repeat
the procedure at 90-second intervals. If the situation continues, leave icing conditions as
soon as possible.
WARNING
Controls and Indications
W/S Switch
Windshield anti-icing is controlled by a threeposition W/S toggle switch on the DEICE/
ANTI-ICE switch panel:
• AUTO position—Electric current (regulated by a controller) flows to the anti-ice
panel to prevent the formation of ice in the
protected segment of the windshield.
• OFF position—Middle position.
Operation in the MANUAL position
is limited to 90 seconds due to the
possibility of run-back icing on the
unprotected, outer leading edges of
the propeller.
• MANUAL position—used in the event
of an emergency.
The switch is protected by two circuit breakers on the CB panel: a W/S ANTI-ICE CONT
control circuit breaker and a W/S ANTI-ICE
heater circuit breaker.
For further information, refer to the POH.
WINDSHIELD ANTI-ICE
SYSTEM
Description
The windshield anti-ice system assures adequate visibility for a landing during flight conditions where ice may form on the windshield.
The original system included a detachable, electrically heated glass panel of approximately 19
inches high and 9 inches wide with the associated control circuitry, and a single control
switch. Later SNs are standard with a larger
heated glass panel that is approximately 19
inches high, 18 inches wide, and incorporates
two heat elements and two switches. Both panels mount to the base of the pilot windshield utilizing a spring-loaded quick-release pin.
PRIMARY and SECONDARY
Switches
For aircraft equipped with the large sized
windshield heat panel, two three-position
PRIMARY and SECONDARY toggle switches
operate the system. The secondary heat element in the large windshield is slaved to the
temperature controller of the PRIMARY
panel. It only functions in AUTO if the PRIMARY switch is in the AUTO position and the
automatic controller is operative. The large
anti-ice panel is protected by three “pull-off ”
type circuit breakers:
• W/S ANTI-ICE CONT
• W/S ANTI-ICE PRIMARY
• W/S ANTI-ICE SEC
WINDSHIELD ANTI-ICE Annunciator
NOTE
Stow the panel using the provided
padded cover to prevent scratches,
breakage, and wiring damage.
The WINDSHIELD ANTI-ICE annunciator
is on the pilot annunciator panel. It illuminates
to indicate the system is operating.
Operation
Install the heated glass panel whenever icing
conditions are a possibility during a proposed
flight, especially if the freezing level is near
or at the surface.
FOR TRAINING PURPOSES ONLY
10-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
Circuit Breakers
CAUTION
Inadvertent, prolonged ground operation of the heated anti-ice panel
without the engine r unning may
cause damage to the panel and may
cause crazing of the windshield.
Emergency/Abnormal
Cycle the W/S toggle switch (small panel) or
the PRIMARY switch (large panel) to OFF
and then to AUTO. Ensure the W/S ANTI-ICE
and the W/S ANTI-ICE CONT circuit breakers are pushed in. Verify the green WINDSHIELD ANTI-ICE annunciator is
illuminated. If the annunciator does not illuminate, place the W/S switch (small panel) to
MANUAL and hold it there. For large panels,
p l a c e t h e P R I M A RY a n d S E C O N DA RY
switches to MANUAL and hold them there. If
either the PRIMARY or SECONDARY heat elements malfunction, proceed to your destination and plan a straight in approach. For further
information, refer to the POH.
The system is protected by the LEFT PITOT
HEAT and RIGHT PITOT HEAT circuit breakers on the CB panel.
Low Airspeed Awareness System
On aircraft with a low airspeed awareness system installed with SK208-171, a BELOW ICING
MIN SPD advisory annunciator is just above the
annunciator panel (Figure 10-5). This annunciator illuminates when the propeller anti-ice
switch is in the AUTO position and the indicated
airspeed is less than 110 kts. It illuminates with
a white background. After initially obtaining 110
kts after takeoff, any subsequent airspeed decrease below this value causes the annunciator
to illuminate with an amber background and
flash. An aural horn also sounds to alert the
pilot to take appropriate action to increase airspeed. For approaches with flaps at 10° or 20°,
cancel the horn by pushing the switchlight. The
aural horn ceases and the light illuminates a
steady white color.
PITOT-STATIC HEAT SYSTEM
Description
A pitot-static heat system assures proper airspeed indications if icing conditions are encountered. The system prevents ice formation,
rather than removing it after it is formed.
Components
The system consists of heating elements in
the left and right pitot-static tubes.
Controls and Indications
PITOT/STATIC HEAT Switch
A two-position PITOT/STATIC HEAT toggle
switch is on the DEICE/ANTI-ICE switch
panel. When the switch is in the ON position,
the elements in the pitot-static tube are heated
electrically to maintain proper operation during icing conditions.
10-6
Figure 10-5. Low Airspeed Annunciator
Airspeed Reminder Bug
(if installed by SK208-171)
A green reminder bug is on a ring on the outside of the airspeed indicator. This bug may be
set at initial indicated cruise speed to aid the pilot
in monitoring airspeed loss due to ice accretion.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Emergency/Abnormal
STALL WARNING SYSTEM
Verify the LEFT PITOT HEAT and the RIGHT
PITOT HEAT circuit breakers are pushed in.
If ice begins to form near the static port of the
left pitot-static tube, or if erroneous reading
on the pilot flight instruments are suspected:
Description and Operation
• Refer to the right flight panel instruments
• Pull the static pressure alternate source
valve to the ON position
• Refer to section 5 in the POH for airspeed and altimeter corrections when
using the alternate static air source
ENGINE INERTIAL SEPARATOR
SYSTEM
The stall warning vane and sensor unit in the
wing leading edge is equipped with a heating
element. The heated part of the system is operated by the STALL HEAT switch on the
DEICE/ANTI-ICE switch panel and is protected by the STALL WRN circuit breaker on
the CB panel.
Limitations
Ice accumulation on the airframe may result
in a 20 KIAS increase in stall speed. Either buffet or aural stall warning should be treated as
an imminent stall.
WARNING
Description
An inertial separator system is in the engine
air inlet duct to prevent ice buildup on the
compressor inlet screen.
Controls and Indications
INERTIAL SEPARATOR Control Handle
An INERTIAL SEPARATOR control handle is
on the lower instrument panel. The handle has
two positions:
• BYPASS-PULL position—Use when
flying through visible moisture such as
clouds, rain, snow, and ice-crystals with
an outside air temperature of 4°C or
less. Use also for ground operations or
takeoffs from dusty or sandy f ield conditions to minimize ingestion of foreign
particles into the compressor.
• NORMAL-PUSH—All other operations
Operation
Refer to the charts in the POH for performance changes associated with the inertial separator in the BYPASS position.
More operation of the engine inertial separator is discussed in Chapter 7—“Powerplant.”
The aural stall warning system does
not function properly in all icing
conditions and should not be relied
upon to provide adequate stall warning when in icing conditions.
Emergency/Abnormal
If ice is observed forming on the stall warning vane or its mounting plate, verify the
STALL WARN circuit breaker is pushed in.
With continued ice buildup, expect no stall
warning horn during slow speed operation.
Monitor airspeed closely.
DEICE SYSTEM
DESCRIPTION
The pneumatic deice boot system on the leading edges of the wings, wing struts, and horizontal and vertical stabilizers removes ice after
accumulation in flight (Figures 10-6 and 10-7).
The deice boots expand and contract using
pressure from the engine bleed-air system.
Normally, when the engine is running, vacuum
is applied to all boots to hold them against the
FOR TRAINING PURPOSES ONLY
10-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 10-6. Wing, Wing Strut, and Stabilizer Deice Boots
leading-edge surfaces. When a deicing cycle
is initiated, the vacuum is removed and pressure is applied to inflate the boots. Ice on the
boots is then removed by normal in-flight air
forces when the aircraft is loaded within the
normal center-of-gravity limits.
When an automatic deicing cycle is initiated,
the DE-ICE PRESSURE annunciator illuminates (within approximately 3 seconds) and remains on for approximately 3 seconds. This
illumination cycle repeats for each portion of
the inflation sequence. If necessary, the system may be recycled 6 seconds after the completion of a cycle. The absence of illumination
during any one of the 3 sequences of a cycle
indicates insuff icient pressure for proper boot
i n f l a t i o n a n d e ff e c t iv e d e i c i n g a b i l i t y.
Additionally, any deviation from the sequence
described above could indicate a malfunction
of some other portion of the system. If this occurs, avoid icing conditions.
COMPONENTS
• Pressure line—Leads from the engine
bleed-air system pressure regulator to
the vacuum ejector
• Three flow control valves and pressure
switches
10-8
• Pneumatically operated surface deice
boots
CONTROLS AND INDICATIONS
BOOT PRESS Toggle Switch
A three-position BOOT PRESS toggle switch,
on the DEICE/ANTI-ICE switch panel controls
the normal operation of the deicing system.
When the system is activated, a pressure indicator light on the annunciator panel illuminates each time a boot zone is inflated. The
system is protected by a DE-ICE BOOT circuit breaker on the lower circuit breaker panel.
OPERATION
Each time a deicing cycle is desired, press the
BOOT PRESS switch to the AUTO position
and release. This initiates the deicing inflation
cycle according to the following sequence:
1. The horizontal and vertical stabilizer
boots inflate for approximately 6 seconds.
System components include:
• Timer
• Supply lines
2. The inboard wing, main landing gear,
and cargo pod nosecap boots inflate for
approximately 6 seconds.
3. The outboard wing boots and wing strut
boots inflate for approximately 6 seconds.
FOR TRAINING PURPOSES ONLY
P3 BLEED AIR
RELAY
BL
BLEED AIR PRESSURE
RE
REGULATOR (18 PSI)
EJECTOR FLOW
CONTROL VALVE
PRESSURE SWITCH
(15 PSI)
OIL PRESSURE
SWITCH
FIREWALL
W/S
PRIMARY
FOR TRAINING PURPOSES ONLY
WINDSHIELD
ANTI-ICE
CONTROLLER
SENSE ELEMENT
W/S
SECONDARY
EJECTOR FLOW
CONTROL VALVES
BOOT
TIMER
PRESSURE SWITCHES
(15 PSI)
LH OUTBD WING
LH INBD WING
RH INBD WING
LH WING STRUT
LEGEND
RH WING STRUT
LH GEAR
RH GEAR
P3 BLEED AIR
REGULATED BLEED AIR (18 PSI)
POD
1ST CYCLE
2ND CYCLE
3RD CYCLE
RH OUTBD WING
VERTICAL
STABILIZER
LH HORIZONTAL STABILIZER
RH HORIZONTAL STABILIZER
ELETRICAL POWER
10-9
Figure 10-7. Pneumatic Deice System Schematic
CESSNA CARAVAN I PILOT TRAINING MANUAL
PROP
HEAT
TIMER
CESSNA CARAVAN I PILOT TRAINING MANUAL
EMERGENCY/ABNORMAL
Timer Malfunction
If the timer controlling the deice cycle malfunctions, hold the BOOT PRESS switch in the
MANUAL position to simultaneously inflate
all of the deice boots. If necessary, stop the system at any point in the cycle by pulling the DEICE BOOT circuit breaker.
Wing, Wing Strut, Main Landing
Gear Leg, Cargo Pod Nosecap,
Stabilizer System Malfunctions
The deice pressure annunciator illuminates 3
times, approximately 3 seconds each time , during the 18-second cycle. If this does not occur,
verify the DE-ICE BOOT circuit breaker is
pushed in, and check the suction gage.
If the instrument vacuum is below normal
and/or if there is an audible leak in the forward
cabin or left wing root area, there may be a bro-
ken engine bleed-air line. Leave icing conditions as soon as possible using nonvacuum
powered instruments for attitude information.
Refer to the POH for further information on
vacuum instrument malfunctions.
GENERAL—TKS
The fluid-based ice and rain protection system
exudes a filmy ice protection fluid (TKS fluid)
from porous panels on the leading edges of the
aircraft (Figure 10-8). The fluid minimizes
ice formation on all lifting surfaces, propeller
blades, wings, wing struts, and horizontal and
vertical stabilizers. When the system is activated in-flight, the ice protection fluid flows
backwards over the upper and lower surfaces.
A fluid slinger on the propeller provides ice
protection for the propeller and generates
further ice protection for the fuselage and
cargo pod forward surfaces. Two, positive
LASER DRILLED TITANIUM
POROUS PANELS
SLINGER RING
FOR PROPELLER
WINDSHIELD
SPRAY BAR
FLUID TANK AND
EQUIPMENT PACK–PUMPS,
FILTERS, TIMERS
Figure 10-8. Ice Protection Airframe Components
10-10
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
displacement, constant volume metering
pumps supply fluid to the panels and propeller. Single and combined pump operation
and timed pumping provide a range of flow
rates for different icing conditions. An ondemand gear pump supplies fluid to the windshield spray bar for clear vision through the
windshield (Figure 10-9).
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
known icing conditions, as def ined by 14
CFR, Par t 23, and for use in continuous
maximum and maximum intermittent icing
envelopes, as def ined by 14 CFR, Part 25,
Appendix C, Pilot’s Operating Handbook
and Airplane Flight Manual (POH/AFM).
The aircraft is approved for flight into such
conditions only if the following Cessna and
FAA-approved equipment is installed and
fully operational:
• Ice protection system, including porous
panels on the leading edges of the wing,
horizontal and vertical stabilizers, wing
struts, propeller fluid slinger ring, and
windshield spray bar
plete removal of contamination, conduct a visual and tactile inspection up
to 2 feet behind the protected surfaces
at one location along the wing span as
a minimum. Also, make sure the control surfaces contain no internal accumulations of ice or debris. If these
requirements are not performed, aircraft performance will be degraded
to a point where a safe takeoff and
climb out may not be possible.
WARNING
Prior to flight in known or forecast
icing conditions, check that
PITOT/STATIC tube(s) and STALL
warning heaters are warm to touch
after positioning the P/S HEAT LOW
A / S AWA R E a n d S TA L L H E AT
switches to ON for 30 seconds, and
then OFF. Ensure that the pitot covers are removed prior to positioning
the P/S HEAT LOW A/S AWARE
switch to ON.
• Alternate static source
• Left and right heated pitot-static tubes
• Wing inspection light
• Engine-driven generator
• Engine inertial separator
• Heater and defroster
• Standby electrical system
• Windshield ice detector light
• Heated lift detector (stall warning system)
• Low Airspeed Awareness System
• McCauleyPropeller:
3GFR34C703/106GA-0
The known anti-ice protection system provides
adequate in-flight protection during normally
encountered icing conditions produced by moisture-laden clouds. The system does not provide
complete protection under severe conditions,
such as those that exist in areas of freezing rain.
Nor does it provide complete protection for
continuous operation in widespread areas of
icing conditions.
During operation under any conditions, exercise good judgment and be prepared to alter
the flight if conditions exceed the capacity of
the ice protection equipment or if any component of this equipment fails.
WARNING
• Cargo pod
WARNING
It is essential in cold weather to remove
even the smallest accumulations of
frost, ice, snow, or slush from the wing
and control surfaces. To assure com-
The in-flight ice protection equipment does not remove ice, snow, or
frost accumulation from a parked aircraft. Use other deice methods, such
as a heated hangar or approved deicing solutions, to remove all frost,
ice, snow, or slush accumulation from
FOR TRAINING PURPOSES ONLY
10-11
10-12
HIGH PRESSURE
SWITCH
FILTERS
LEGEND
DEICE FLUID
PROPORTIONING
UNIT ASM
VENT
VENT
FLUID
LEVEL
SENDER
P
LOW
LEVEL
SWITCH
METERING
PUMPS
TO WING
STRUT
SOLENOID
VALVE
WINDSHIELD
PUMP
CRACKING
VALVES
(CHECK VALVES)
LOW PRESSURE
SWITCHES
PROPELLER
PROPORTIONING
UNIT
WINDSHIELD
SPRAYBAR
P
PROPORTIONING UNIT
Figure 10-9. Anti-Ice Protection System
P
CESSNA CARAVAN I PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
EQUIPMENT PACK ASSEMBLY
(IN THE CARGO POD)
CESSNA CARAVAN I PILOT TRAINING MANUAL
the wings, str uts, tail, propeller,
windshield, fuel vents, main landing
gear, and cargo pod.
WARNING
Ice accretion outside of a cloud is not
defined by CFR 25, Appendix C, in the
POH/AFM. Flight in such conditions
requires immediate exit.
Before takeoff, ensure that no internal ice or
debris accumulation exists on the control surfaces, engine intakes, pitot-static system ports,
and fuel vents.
Ice accumulation on the airframe can reduce
the rate of climb and the service ceiling.
Depending on the ice accretions, climbing in
order to exit the icing condition can be impossible. Although unusual ice accretions can result in lower performance than published in the
POH/AFM, the published performance is based
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
POH/AFM for performance losses associated
with the INERTIAL SEPARATOR handle positioned to BYPASS and the BLEED AIR
HEAT switch positioned to ON. For more information, refer to the POH/AFM.
COMPONENTS
The aircraft ice protection components include the ice protection system and a heated
pitot-static and stall warning system. The ice
protection system includes the following
components.
PROTECTION PANELS
FLUID TANK
A 20.8 gallon tank and an equipment pack in
the cargo pod are used to apply fluid to the
leading edges, propeller, and windshield. A
service port for the tank is on the left side of
the cargo pod, near the left main landing gear.
EQUIPMENT PACK
The equipment pack consists of:
• Two metering pump—pump No.1 and
pump No. 2
• On-demand gear pump
• Fluid system f ilters
•
•
•
•
Fluid level sender
Low fluid switch
High pressure switch
Cracking (check) valves
• Solenoid
• Wire harness
• Timers (see Figure 10-9)
The metering pumps propel fluid as needed
through nylon tubes from the tank through
microf ilters to the leading edge surfaces and
propeller. The microf ilters remove contaminants from the fluid and prevent blockage of
the porous panels.
Four proportioning units distribute the fluid
to each porous panel and the propeller slinger
ring. As such, the left wing and strut, the right
wing and strut, the vertical and horizontal stabilizers, and the propeller slinger ring each
have a dedicated proportioning unit.
PROPELLER SLINGER RING
The outer skin of the ice protection panels are
0.9 mm titanium, which provides strength, durability, lighter weight, and corrosion resistance.
The panel skin is perforated with laser-drilled
holes 0.0025 inches in diameter, 800 per square
inch). The porous panels provide even fluid coverage from best rate-of-climb speed to V MO .
A fluid slinger ring and feed nozzle on the propeller delivers ice protection to the propeller. The
propeller ice protection fluid runs back toward
the fuselage during flight, providing further ice
protection to the fuselage, cargo pod forward surfaces, and gear struts.
FOR TRAINING PURPOSES ONLY
10-13
CESSNA CARAVAN I PILOT TRAINING MANUAL
WINDSHIELD SPRAY BAR
A windshield spray bar on the pilot forward
line of sight windshield cleans ice obstructions
from the windshield. Fluid is provided on demand by a dedicated gear pump.
PITOT-STATIC AND STALL
HEAT SYSTEM
A pitot-static heat system assures proper airspeed indications and prevents ice formation
if conditions are conducive to icing. The system consists of heating elements in the left and
right pitot-static tubes.
A heating element in the stall warning vane and
sensor on the left wing leading edge.
The light is controlled with the two-position
WING LIGHT switch on the ANTI-ICE switch
panel. The switch is spring-loaded to the off
position and must be held in the on position
to illuminate the wing inspection light.
The light is protected by the ICE DET LIGHT
circuit breaker on the CB panel.
ICE DETECTION LIGHT
A red ice detection light is on the lower inboard
portion of the pilot windshield (Figure 10-11).
If the windshield is clear of icea distinct red circle is present above the light. If the windshield
is contaminated, the red circle becomes more diffused and the area of red light increases.
ENGINE INERTIAL SEPARATOR
SYSTEM
The inertial separator system in the engine
air inlet duct prevents ice buildup on the compressor 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 accumulation on the wing and is required for flight
into known icing conditions (Figure 10-10).
Figure 10-11. Ice Detection Light
LOW AIRSPEED AWARENESS
SYSTEM
In TKS equipped aircraft, the low airspeed
awareness (LAA) system is designed to warn the
pilot when airspeed falls below 97.5 ± 2 knots
while operating in icing conditions.
Figure 10-10. Wing Inspection Light
10-14
When the P/S HEAT / LOW A/S AWARE
switch is tur ned ON prior to takeoff, the
BELOW ICING MIN SPD annunciator illuminates white indicating that the airspeed is
below the threshold of 97.5 ± 2 knots. Once
the airspeed exceeds the threshold, the annunciator extinguishes. If the airspeed falls back
below the threshold, the annunciator alternates between amber and white and the stall
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
warning horn sounds intermittently until the
airspeed is increased above the threshold.
Pressing the flashing annunciator silences the
stall warning horn and causes the annunciator to stop flashing. The annunciator remains
illuminated solid white as long as the airspeed
is below 97.5 ± 2 knots.
Aircraft equipped with an autopilot must have
the autopilot disconnected when the flashing
amber and white annunicator is activated.
CONTROLS AND
INDICATIONS
The ice and rain protection system is powered
by 28 VDC from Bus 1 and Bus 2 of the electrical system (Figure 10-12). Three switches on
the ANTI-ICE control panel are used to control the system (Figure 10-13).
PRIMARY
ANTIICE
ANTI-ICE
GAGE
W/S
ANTIICE
BACKUP
ANTIICE
Figure 10-12. Left Sidewall Switch Panel
The OFF position terminates the selected
operation.
PRIMARY SWITCH
The HIGH position arms the low pressure,
high pressure, and low level sensors for active
operation, and runs pump No. 1 continuously.
The NORM position also arms the low pressure, high pressure, and low level sensors for
active operation, but cycles both pumps on
for 20 seconds, and then off for 100 seconds.
The NORM position represents the lowest
fluid flow rate of the system.
MAX FLOW SWITCH
The MAX FLOW switch is used in heavy or
severe icing conditions. When the switch is positioned to MAX FLOW AIRFRAME (up),
the spring-loaded switch activates the MAX
FLOW AIRFRAME operation, and then returns immediately to the center position.
Figure 10-13. Anti-Ice Instrument Panel
FOR TRAINING PURPOSES ONLY
10-15
CESSNA CARAVAN I PILOT TRAINING MANUAL
The NORM or HIGH position must be selected
on the PRIMARY switch in order to select MAX
FLOW AIRFRAME operation.
The MAX FLOW AIRFRAME position runs
both metering pumps for 2 minutes, and then
returns the pumps to NORM or HIGH as selected on the PRIMARY switch. The MAX
FLOW AIRFRAME operation cycles until the
operation times out after 2 minutes or until the
PRIMARY switch is positioned to OFF.
The spring-loaded WINDSHIELD position is
for intermittent clearing of the pilot forward
windshield as needed. The WINDSHIELD position activates an independent gear pump,
which supplies fluid to the pilot windshield.
The pump runs for 4 seconds upon release of
the switch.
BACKUP SWITCH
The BACKUP switch provides redundancy
if the other operations are inoperable. The
BACKUP switch activates an independent
electrical system (circuit breakers, wire
bundle, and switch), which runs metering
pump No. 2 continuously. When the switch
is positioned to ON, the low pressure sensor is armed. The windshield pump operates
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
BACKUP switch positions.
P/S HEAT / LOW A/S AWARE
SWITCH
The two-position P/S HEAT / LOW A/S
AWARE switch, when positioned to ON
provides electrical heat to the pitot-static
tubes for proper operation or the aircraft
during icing conditions.
The LEFT PITOT HEAT and RIGHT PITOT
HEAT circuit breakers on the CB panel protect the pitot-static heat system.
STALL HEAT SWITCH
The STALL HEAT switch controls the heating
element in the stall warning vane and sensor. The
10-16
switch is protected by the STALL WARN circuit breaker on the CB panel.
INERTIAL SEPARATOR
CONTROL HANDLE
The INERTIAL SEPARATOR control handle on the lower instrument panel has two
positions:
• BYPASS—Use when flying through visible moisture such as clouds, rain, snow,
and ice-crystals with an outside air temperature (OAT) of 5°C (41°F) or lower.
Use also for ground operations or takeoff from dusty or sandy f ield conditions
to minimize ingestion of foreign particles into the compressor.
• NORMAL—Use for all other operations.
Refer to the POH/AFM for perfor mance
changes associated with the INERTIAL SEPARATOR handle operations.
ANTI-ICE FLUID QUANTITY
GAGE
The fluid level sensor in the fluid tank monitors fluid quantity (Figure 10-14). The fluid
level sender transmits an electrical signal to
the fluid quantity gage, based on the fluid
level (Figure 10-15).
The triangular tic mark above the 10 gallon
mark shows the minimum dispatch quantity
of TKS fluid. The triangular tic mark at the
start of the yellow band shows 20 minutes of
endurance remaining while operating in
NORM. The start of the red band shows 5
minute endurance while operating in NORM.
FLUID TANK SIGHT GLASS
A fluid tank sight glass is near the filler assembly inside the cargo pod access door, forward of
the left main landing gear (Figure 10-14). The
witness mark on the sight glass is used to determine the proper fluid quantity for dispatch into
known or forecast icing conditions. The sight
glass is viewed through the cargo pod door.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
FILLER
ASSEMBLY
Figure 10-15. A-ICE GAL Fluid Quantity
Indication
CAUTION
The sight gage in the cargo pod is the
only approved means of assuring adequate fluid quantity prior to flight
into known or forecast icing condtions. The fluid level ball must be
above the minimum dispatch quantity line (11.7 U.S. Gallons) with
t h e a i r p l a n e l eve l t o m a ke s u r e
proper indication.
SYSTEM ANNUNCIATOR
MINIMUM DISPATCH
QUANTITY LINE
(11.7 GALLONS)
FLUID
LEVEL
BALL
Figure 10-14. View of Fluid Sight Glass
Through Cargo Pod Opening
The ice protection system annunciator is located under the instrument panel glare shield
above the annunciator panel (Figure 10-16).
To ensure minimum dispatch quantity, perform 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 minimum dispatch line.
Figure 10-16. CAS Message Indications
WARN (red)—Indicates low fluid pressure in
the system (lack of fluid, empty tank, or ruptured line). Activated by two low pressure
FOR TRAINING PURPOSES ONLY
10-17
CESSNA CARAVAN I PILOT TRAINING MANUAL
switches downstream of the tail proportioning units. If a low pressure condition exists,
the WARN annunciator cycles on and off
every 2 minutes.
CAUT (caution) (amber)—Indicates system
fluid pressure exceeds 150 psi, and system
f iltering is restricted. Activated by a high
pressure switch between the metering pumps
and f ilters. Indicates fluid level remaining is
approximately 2 gallons, or approximately 20
minutes remaining. Activated by a fluid low
level switch in the tank.
ANTI-ICE ON (white)—Indicates that the PRIMARY switch is positioned to NORM or HIGH
and the system is in normal or high operation
respectively.
NOTE
Except for the disappearance of the
white ANTI-ICE ON annunciator,
the system provides no other indication if the anti-ice protection system fails.
PRIMARY SWITCH
HIGH Position
The HIGH position (up) arms the low pressure, high pressure, and low level sensors
for active operation, and runs pump No. 1
continuously.
To use the high operation, position the PRIMARY switch to HIGH (up). To terminate
pump operation, position the PRIMARY switch
to OFF.
NORM Position
The NORM position arms the low pressure,
high pressure, and low level sensors for active
operation, and cycles both pumps on for 20 seconds, and then off for 100 seconds.
To use normal operation, position the PRIMARY switch to NORM (center). To terminate
pump operation, position the PRIMARY switch
to OFF.
MAX FLOW SWITCH
OPERATION
AIRFRAME Position
The fluid control system has the following
operations:
The max flow airframe operation is used in
heavy or severe icing conditions.
• PRIMARY switch
° HIGH
° NORM
° OFF
• MAX FLOW switch
° AIRFRAME
° WINDSHIELD
To activate the max flow airframe operation,
position the PRIMARY switch to NORM or
HIGH, and then position the MAX FLOW
switch to AIRFRAME (up).
The spring-loaded switch activates the operation, and then returns immediately to the cent e r p o s i t i o n . M a x i m u m f l u i d f l ow w i l l
terminate after 2 minutes of operation or positioning the PRIMARY switch to OFF.
• BACKUP switch
° ON
° OFF
Fluid Consumption
The following switch operations have the
following endurance levels with a full tank
of fluid:
• PRIMARY switch
10-18
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
° NORM—3 hours 25 minutes
° HIGH—1 hour, 20 minutes
• MAX FLOW switch
° AIRFRAME—40 minutes
• BACKUP switch
bundle, and switch), which runs metering pump
No. 2 continuously in the HIGH position.
To use the backup operation, position the
backup switch to ON (up). Note that the windshield pump operates independently of the
PRIMARY and AIRFRAME positions.
° ON—1 hour, 20 minutes
If low pressure is indicated, position the PRIMARY switch to OFF, and then position the
BACKUP switch to ON.
LIMITATIONS
ICE PROTECTION FLUID
WINDSHIELD Position
Fluid Requirements
Use the WINDSHIELD position for intermittent
operation of the windshield spray bar to clear
the pilot forward vision windshield as needed.
To use the windshield spray bar, position and
hold the MAX FLOW switch to the WINDSHIELD position.
The ice protection fluids used in the aircraft
must meet DTD-406B specif ications.
Approved ice protection fluids are 80 to 85%,
TKS fluid, 5% isopropyl alcohol, and 10 to
20% deionized water. Fluid density is approximately 9.2 lbs/gal. For health and environmental information, refer to the applicable material
safety data sheets (MSDS).
Holding the spring-loaded switch at the WINDSHIELD position releases windshield fluid
continuously. Releasing the switch returns it
to OFF (center) and terminates windshield
pump operation 4 seconds later. The timer interval applies an optimum burst of fluid to the
windshield.
CAUTION
Do not run the windshield pump continuously for more than 10 seconds,
and allow at least 10 seconds between operations. The windshield
takes approximately 30 seconds to
clear after the MAX FLOW switch is
released.
BACKUP SWITCH
ON Position
Use the BACKUP switch if the PRIMARY or
MAX FLOW switches are not functioning.
The BACKUP switch activates an independent electrical system (circuit breaker, wire
DTD-406B fluids can be purchased under the
following brand names:
• AVL-TKS (Aviation Laboratories)
• TKS-Fluid (DW Davies)
• AeroShell ® Compound 07
• AL-5
The fluid is not limited to these suppliers as long
as the fluid meets specification DTD-406B. Fluids
conforming to this specification can be mixed in
the aircraft tank in any proportion.
WARNING
Do not use automobile anti-freeze
fluid in the ice protection system.
Anti-freeze fluid can contain additives that can damage the porous
panels or other system components.
Do not, under any circumstance, add
any form of thickened deice fluid
intended for runway or parked aircraft to the ice protection system.
FOR TRAINING PURPOSES ONLY
10-19
CESSNA CARAVAN I PILOT TRAINING MANUAL
Minimum Dispatch Quantity
ICE ACCUMULATION
The fluid tank has a capacity of 20.8 gallons.
The minimum fluid quantity required for dispatch is 11.7 gallons. Fluid quantity must be
verif ied using the fluid tank sight gauge.
Ice accumulation on the airframe can result
in a signif icant increase in stall speed. Treat
buffet or an aural stall warning as an imminent stall.
WARNING
Post-Operation Precautions
After system operation, ice protection fluid
continues to weep from the panels as the pressure bleeds down and the panel reservoirs empty.
CAUTION
Use caution around areas with ice protection fluid on the floor. The fluid, especially on a painted floor, creates a
very slick surface. To prevent slipping accidents, remove the fluid from
the floor immediately.
SOLVENT USAGE
Certain solvents can damage the plastic membrane in the porous panels, par ticularly
methyl ethyl ketone (MEK), acetone, lacquer thinner, and other types of solvents.
Mask the panels when painting the aircraft
or when using these solvents on components
near the panels. Wash the panels with soap
or mild detergent and water, using a brush or
lint-free cloth. Only the following solvents
are permitted for use on the panels:
The aural stall warning may not function 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.
• Water (with soaps or detergents)
• Aviation gasoline
• Isopropyl alcohol
• Industrial methylated spirit
• Approved ice protection fluids
• Aviation turbine fuel
• Ethyl alcohol
• Approved TKS Ice Protection System
Fluids
10-20
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS—STANDARD
1. The anti-icing/deicing systems on the
Caravan I airplanes use:
A. Electric power
B. Bleed air
C. Hydraulic power
D. Both A and B
2. Each segment of the wing surface deice
boot inflation cycle lasts for approximately:
A. 3 seconds
B. 6 seconds
C. 9 seconds
D. 12 seconds
3. The windshield, propeller, and pitot-static
anti-ice systems are intended to be used:
A. After entering icing conditions
B. To remove ice from their respective
surfaces
C. To prevent ice accumulation
D. Only in freezing rain conditions
4. The wing, wing strut, and stabilizer deice
boots are intended to be used:
A. To prevent ice accumulation
B. After 1/4 to 3/8 inch of clear ice or 1/2
to 3/4 inch of rime has accumulated
C. Continuously
D. During flight in instrument conditions
5. When the BOOT PRESS switch is moved
to the AUTO position:
A. All deice boots inflate simultaneously.
B. One three-segment deice cycle is
initiated.
C. The deice boots inflate automatically
every 30 seconds.
D. The deice boots inflate automatically
every 18 seconds.
6. When the BOOT PRESS switch is moved
to the MANUAL position:
A. All deice boots inflate simultaneously.
B. One three-segment deice cycle is
initiated.
C. Only the wing leading edge boots
inflate.
D. None of the above.
7. The windshield anti-ice panel can be used:
A. To remove ice from the windshield
prior to starting
B. To prevent ice from forming on the
windshield
C. Instead of using the deicing boots
D. Both A and B
8. The standby electrical system:
A. Has the same capacity as the main
electrical system
B. Can be used only for starting the engine
C. Is powered by a belt-driven alternator
D. Is used to power the deice/anti-ice
system only
9. The windsheild ice detector light is used:
A. Momentarily to detect ice accumulations at night
B. At all times during flight in icing
conditions
C. Only when visible moisture is present
D. Also as a courtesy light on the ground
10. Maximum weight for flight into known
icing condition for a 208B aircraft with a
PT6A-114A powerplant and cargo pod is:
A. 6,000 pounds
B. 8,550 pounds
C. 8,000 pounds
D. 8,750 pounds
FOR TRAINING PURPOSES ONLY
10-21
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS—TKS
1. The in-flight ice protection equipment
provides:
A. Unlimited ability to operate in icing
conditions
B. Ice protection through use of bleed air
C. Adequate ice protection during normal icing conditions
D. The ability to de-ice the aircraft on the
ramp
2. The anti-ice fluid tank has a capacity of:
A. 15 gallons
B. 20.8 gallons
C. 11.7 gallons
D. 9.3 gallons
3. The standby electrical power system is
required to be installed and functional for:
A. IMC conditions
B. Night operations
C. Commercial operations
D. Icing conditions
4. The minimum de-ice fluid level for dispatch into forecast icing conditions is:
A. 20 gallons
B. 15 gallons
C. 11.7 gallons
D. 9.3 gallons
6. When the anti-ice fluid control switch
operates in NORM, an indication at the
top of the red arc on the quantity gage
indicates:
A. 10 minutes or less of fluid remain
B. 5 minutes or less of fluid remain
C. 2.5 minutes or less of fluid remain
D. 1 minute or less of fluid remains
7. The maximum endurance level with a
fully serviced anti-ice fluid tank in
NORMAL is:
A. 5 hours
B. 3 hours 25 minutes
C. 2 hours
D. 1.5 hours
8. The maximum endurance level with a
fully serviced anti-ice fluid tank in MAX
FLOW AIRFRAME is:
A. 1 hour
B. 40 minutes
C. 30 minutes
D. 15 minutes
5. When operating with the anti-ice fluid
control switch in NORMAL, an indication
at the top of the yellow on the quantity
gage indicates:
A. 20 minutes of fluid remain
B. 15 minutes of fluid remain
C. 10 minutes of fluid remain
D. 5 minutes of fluid remain
10-22
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
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
Operation ....................................................................................................................... 11-3
Limitations..................................................................................................................... 11-4
CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM .............................. 11-4
Description .................................................................................................................... 11-4
Components................................................................................................................... 11-4
Controls and Indications................................................................................................ 11-6
Emergency/Abnormal Procedures................................................................................. 11-8
QUESTIONS......................................................................................................................... 11-9
FOR TRAINING PURPOSES ONLY
11-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
11-1
COOL–OFF–VENTILATE Switch ....................................................................... 11-2
11-2
Cabin Heating, Ventilating, and Defrosting System.............................................. 11-5
11-3
CABIN HEAT FIREWALL SHUTOFF Knob ...................................................... 11-7
11-4
VENT AIR Control Knobs .................................................................................... 11-7
FOR TRAINING PURPOSES ONLY
11-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Cessna Caravan I is equipped with an air-conditioning system, heating system, and
ventilation system that provides comfortable cabin temperatures during hot and cold
weather operations both on the ground and in flight. A defrost system is provided for
the windshield. Controls for the system are in the cockpit.
GENERAL
The Cessna Caravan I has a vapor-cycle, airconditioning system. Evaporator units direct
cooled air to a series of overhead outlets in the
cabin headliner. Controls for the air-condi-
tioning system vary the temperature and flow
of the cooled air. The system is protected by
circuit breakers on the left sidewall CB panel.
FOR TRAINING PURPOSES ONLY
11-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
The temperature and volume of airflow to the
cabin is regulated by the heating, ventilating,
and defrosting system.
COMPONENTS
The heating system uses hot-compressor bleed
air that is routed from the engine and mixed
with cabin return air to obtain the correct air
temperature before the air is routed to the
cabin air-distribution system.
The refrigeration cycle begins with the compressor. It compresses the refrigerant gas which
is comparatively cold and at a low pressure as
it leaves the evaporator. The gas leaving the
compressor is at a high temperature and high
pressure.
Ventilating air is obtained from an inlet on
each side at the forward fuselage and through
a ram-air inlet on each wing. A plenum chamber in the center of the cabin top distributes ventilating air to individual overhead outlets and
to passenger outlets in the passenger version.
Defrosting air is obtained from heated air directed to the forward cabin through outlets
behind the instrument panel and/or the two
windshield defroster outlets.
AIR CONDITIONING
SYSTEM
DESCRIPTION
Cooled air is supplied to the cabin through 16
overhead adjustable outlets (one above the
pilot and front passenger, 11 directly above the
rear-seat passengers, and three on the aft bulkhead). The pilot and passenger overhead outlets swivel, and have a rotating nozzle that
controls airflow volume.
Compressor
Evaporator
The evaporator works like a heat exchanger,
and takes heat from the closed system and
adds it to the air.
Condenser
Gas leaving the compressor flows to the condenser. The condenser also acts like a heat exchanger, but it draws heat from the air and
adds it to the closed system.
CONTROLS AND INDICATIONS
Controls for the air-conditioning system are at
the lower edge of the instrument panel directly
above the control pedestal (Figure 11-1).
Controls include a COOL–OFF–VENTILATE
switch and three AC FANS switches.
The air-conditioning system includes:
• Belt-operated compressor in the engine
accessory compartment
• Two evaporator units with integral blowers in the left and right wing root areas
and one in the tail cone behind the aft
bulkhead
Figure 11-1. COOL–OFF–VENTILATE
Switch
• System condenser in the engine
compartment
COOL–OFF–VENTILATE Switch
• Refrigerant lines under the floorboards
interconnect the compressor, evaporator,
and the condenser
Placing this switch in the COOL position starts
the compressor and evaporator fans. When the
switch is placed to the VENTILATE position,
11-2
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
only the evaporator fans are activated, providing uncooled ventilating air to the cabin.
The OFF position turns off the compressor
and evaporator fans.
AC FANS Switches
The AC FANS switches include three two-position switches that provide separate HIGH
and LOW speed control for each evaporator fan.
System electrical protection is provided by
four 15-amp circuit-breakers:
• LEFT VENT BLWR
NOTE
• Fo r i n c r e a s e d c o o l i n g d u r i n g
ground static conditions, increase
N g to 60–65% for a higher air conditioning compressor rpm.
• Ground operation of the air conditioner with the propeller in beta
range for prolonged periods causes
the air-conditioning compressor
pressure safety switch to disengage the compressor clutch. Avoid
this situation.
• If the temperature of the air coming from the outlets does not start
to cool within a minute or two the
system may be malfunctioning and
should be turned off.
• RIGHT VENT BLWR
• AFT VENT BLWR
• AIR COND CONT
The circuit-breakers are on the left sidewall
switch and CB panel.
OPERATION
Ground Operation
After preflight inspection and engine start,
close cabin doors and windows. Push in all instrument panel vent controls and close all
overhead vent air outlets. Open all overhead
air outlets and advance the FUEL CONDITION lever as required for minimum N g of
54%. Turn all AC FANS switches to HIGH
and the air-conditioning switch to COOL.
CAUTION
Under extremely hot outside air temperature (OAT) and/or high ground
elevation conditions, the idle interstage turbine temperature (ITT) may
exceed the maximum idle ITT limitation of 685°C. Advance the FUEL
CONDITION lever toward HIGH
IDLE to increase the idle N g as required to maintain a satisfactory ITT
(685°C or lower).
In-Flight Operation
Initially, it may be desirable to operate the
system with the AC FANS switch on HIGH for
fast cool-down. Later in the flight, operation
of the fans on LOW speed and opening of the
ove r h e a d ve n t a i r c o n t r o l s m ay b e m o r e
comfortable.
During extended flight when temperature and
humidity are extremely high, the evaporator
coils may frost over. If frost does form, as evidenced by reduced airflow, turn the air conditioner switch to VENTILATE and select the
HIGH speed fan positions. This increases
evaporator discharge temperature suff iciently
to clear the frost.
NOTE
A high-pressure safety switch in the
air conditioning system disengages
the compressor clutch and stops system operation in the event the system
becomes overloaded. The system cycles on again when the pressure reduces. If the system does not restore
within a reasonable period, it may
be malfunctioning and should be
turned off.
FOR TRAINING PURPOSES ONLY
11-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
Use the blower portion of the air-conditioner
system at any time outside or cabin air circulation is desired. Place the air conditioner
switch in the VENTILATE position and place
the fan switches in the LOW or HIGH positions
as desired.
Switch settings may be retained before and
after landing.
LIMITATIONS
When the takeoff torque setting per the Engine
Torque For Takeoff chart in the Pilot Operating
Handbook (POH), Section 5 is less than 1,865
ft-lbs, the air conditioner must be turned off for
any takeoff or landing under those conditions.
WARNING
Operation of the air conditioner may
cause compass deviation of more
than 10°.
There is a 10-fpm reduction in climb performance, 1 to 2 knots true airspeed decrease in
cruise performance, and approximately 1%
increase in fuel required for a given trip as a
result of the air-conditioner installation.
When climbing at altitudes above the critical
altitude for 675 SHP (ITT at maximum climb
ITT limit and torque below 1,865 ft-lbs), there
is a 25 fpm loss in maximum rate of climb.
When cruising at altitudes where the maximum
allowable cruise power is below the torque
limit (as noted in the cruise performance tables in Section 5 of the POH), reduce this setting by 40 ft-lbs when the air conditioner is
operating. This results in an approximate 2
KTAS decrease in maximum cruise performance and a slight increase (1%) in fuel required for a given trip.
11-4
CABIN HEATING,
VENTILATING, AND
DEFROSTING SYSTEM
DESCRIPTION
The temperature and volume of airflow to the
cabin of the Caravan I are regulated by the
cabin heating, ventilating, and defrosting system (Figure 11-2).
Air distribution for the passenger versions of the
CE-208 and CE-208B is shown in Figure 11-2.
In the heating system, hot compressor outlet P 3
air is routed from the engine through a flow control valve and then through a mixer/muffler,
where it is mixed with cabin return air or warm
air from the compressor bleed valve to obtain
the correct air temperature before the air is
routed to the cabin air-distribution system.
Ventilating air is obtained from an inlet on
each side at the forward fuselage and through
two ram-air inlets, one on each wing at the
upper end of the wing struts. The wing inlet
ventilating air is routed through the wing into
a plenum chamber in the center of the cabin
top. The plenum distributes ventilating air to
individual overhead outlets at the two seat positions and to passenger outlets in the passenger version.
COMPONENTS
Ventilating Outlets
Two adjustable ventilating outlets (one above
each seat position) permit individual ventilation to the pilot and the front passenger and 8
adjustable overhead ventilating outlets for
model 208 passenger version and 11 overhead
adjustable ventilating outlets for model 208B
passenger versions. The outlets are the swivel
type for optimum positioning. Airflow volume is controlled by rotating the outlet nozzle, which controls an internal valve.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
FLOW
CONTROL VALVE
TO FLOW
CONTROL VALVE
COMPRESSOR OUTLET
BLEED AIR
COMPRESSOR
BLEED VALVE AIR
TO CABIN
HEAT
SELECTOR
VALVE
TO MIXING
AIR VALVE
MIXING AIR VALVE
MIXER/MUFFLER
TO DEFROST
AIR/FORWARD
CABIN AIR
SELECTOR
VALVE
FIREWALL SHUTOFF VALVES (2)
CABIN HEAT SELECTOR VALVE
VENTILATING AIR DOOR
(ONE SIDE EACH)
DEFROST AIR/FORWARD CABIN
AIR SELECTOR VALVE
INSTRUMENT PANEL
VENTILATING OUTLETS
AND CONTROLS (2)
DEFROST OUTLETS (2)
ADJUSTABLE PILOT AND
FRONT PASSENGER OVERHEAD
VENTILATING OUTLETS (2)
VENTILATING AIR INLET
(IN UPPER WING STRUT FAIRING)
VENTILATING AIR INLET
(IN UPPER WING STRUT FAIRING)
VENT AIR CONTROL
(ON OVERHEAD CONSOLE)
VENT AIR CONTROL
(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:
MIXING AIR VALVE IN GRD POSITION
AT POWER SETTINGS BELOW 89% (114);
92% (114A). USED ON THE GROUND AT
COLD TEMPERATURES.
LEGEND
ENGINE BLEED AIR
RAM AIR FLOW
MIXING AIR VALVE IN FLT POSITION AT
POWER SETTINGS BELOW 89% (114); 92%
(114A). USED ON THE GROUND IN MILD
TEMPERATURES
MIXING AIR IN FLT POSITION AT POWER
SETTING ABOVE 89% (114); 92% (114A).
USED DURING IN-FLIGHT OPERATIONS. IN
THIS MODE BLEED AIR THROUGH THE FLOW
CONTROL VALVE ONLY IS UTILIZED.
VENTILATION AIR
HEATING AND DEFROSTING AIR
BLEED-AIR DISCHARGE
CABIN RETURN AIR
ELECTRICAL CONNECTION
MECHANICAL CONNECTION
Figure 11-2. Cabin Heating, Ventilating, and Defrosting System
FOR TRAINING PURPOSES ONLY
11-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
CONTROLS AND INDICATIONS
BLEED AIR HEAT Switch
A BLEED AIR HEAT two-position toggle
switch, is on the CABIN HEAT control panel.
The switch controls the operation of the bleedair control valve. The ON position of the switch
opens the flow control valve, allowing the hot
bleed air to flow to the cabin heating system.
The OFF position closes the valve, shutting off
the flow of hot bleed air to the heating system.
TEMP Selector Knob
A TEMP rotary temperature selector knob is
on the CABIN HEAT control panel to the left
of the BLEED AIR HEAT switch. The selector modulates the opening and closing action
of the flow control valve to control the amount
and temperature of air flowing in to the cabin.
Clockwise rotation of the knob increases the
mass flow and temperature of the air.
NOTE
If more cabin heat is needed while on
the ground, move the FUEL CONDITION lever to HIGH IDLE.
Some delay (hysteresis) may occur when adjusting bleed-air temperature. The resulting
amount and temperature of bleed air may be
different when approaching a particular temperature selector knob position from a clockwise versus a counterclockwise direction. Best
results are obtained by turning the temperature selector knob fully clockwise and then
slowly turning it counterclockwise to decrease
bleed-air flow to the desired amount.
MIXING AIR Push-Pull Control
A MIXING AIR–GRD-PULL/FLT-PUSH
push-pull control is on the CABIN HEAT control panel. With the push-pull control in the
GRD position (pulled out), warm compressor
bleed valve air (P 2.5 ) is mixed with hot compressor outlet air (P3) in the mixer/muffler. Use
this mode during ground operation when warm
compressor bleed valve air (P 2.5 ) is available
below 89% N g (PT6A-114) or 92% N g (PT6A-
11-6
114A) and is used as additional bleed-air heat
to augment the hot compressor outlet bleed air
supply (P 3 ) during periods of cold ambient
temperature. With the push-pull control in the
FLT position (pushed in), cabin return air is
mixed with the hot compressor outlet air (P 3 )
in the mixer/muffler. This recirculation of
cabin return air enables the heating system to
maintain the desired temperature for proper
cabin heating. If desired, the FLT position of
the push-pull control is used on the ground
when ambient temperatures are mild and maximum heating is not required. In this mode, the
excess warm compressor bleed valve air (P 2.5 )
available at power settings below 89% N g for
PT6A-114 engines and 92% N g for PT6A114A engines is exhausted overboard from
the mixing air valve.
NOTE
The MIXING AIR push-pull control
must always be in the FLT position
(pushed in) when the airplane is in
flight. Cabin return air must be allowed to flow through the mixing
valve and blend with hot compressor
outlet air during high engine power
operation in order to maintain proper
temperature in the cabin heat distribution system. If the FLT position is
not used during flight, the system
may overheat and cause an automatic
shutdown.
AFT/FWD CABIN Push-Pull Control
An AFT CABIN-PULL/FWD CABIN-PUSH,
control is on the CABIN HEAT switch and
control panel. With the control in the AFT
CABIN position (pulled out), heated air is directed to the aft cabin heater outlets in the
floor directly behind the pilot and front passenger in cargo versions and on the cabin sidewalls at floor level in the passenger version.
With the control in the FWD CABIN position
(pushed in), heated air is directed to the forward cabin through four heater outlets behind
the instrument panel and/or the two windshield defroster outlets. Position the pushpull control at any intermediate setting desired
for proper distribution of heated air to the forward and aft cabin areas.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
DEFROST/FWD CABIN Push-Pull
Control
A DEFROST-PULL/FWD CABIN-PUSH control is on the CABIN HEAT control panel.
With the control in the DEFROST position
(pulled out), forward cabin air is directed to
two defroster outlets at the base of the windshield (the aft/forward cabin push-pull control
also must be pushed in for availability of forward cabin air for defrosting). With the pushpull control in the FWD CABIN position
(pushed in), heated air is directed to the four
heater outlets behind the instrument panel.
CABIN HEAT FIREWALL SHUTOFF
Knob
A C A B I N H E AT F I R E WA L L S H U TO F F
PULL OFF knob is on the lower right side of
the pedestal (Figure 11-3). When pulled out,
the knob actuates two f irewall shutoff valves
to the off position: one in the bleed-air supply line to the cabin heating system and one
in the cabin return air line. This knob should
normally be pushed in unless a f ire is suspected in the engine compartment.
Figure 11-3. CABIN HEAT FIREWALL
SHUTOFF Knob
CAUTION
D o n o t p l a c e t h e C A B I N H E AT
FIREWALL SHUTOFF knob in the
OFF position when the MIXING AIR
control is in the GRD position because a compressor stall occurs at
low power settings when the compressor bleed valve is open. The engine must be shut down to relieve
back pressure on the valves prior to
opening the valves.
VENT AIR Control Knobs
Two VENT AIR control knobs are on the overhead console (Figure 11-4). The knobs control
the operation of the shutoff valves in each
wing, which control the flow of ventilating air
to the cabin. The knob on the right side of the
c o n s o l e c o n t r o l s t h e r i g h t w i n g s h u t o ff
valve.The knob on the left side controls the left
wing shutoff valve. When the VENT AIR control knobs are rotated to the CLOSE position,
the wing shutoff valves are closed. Rotating the
knobs to the FAN/OPEN position progressively
opens the wing shutoff valves. When cabin
Figure 11-4. VENT AIR Control Knobs
FOR TRAINING PURPOSES ONLY
11-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
ventilation fans are installed without air conditioning, rotating the knobs to the full OPEN
position also activates the ventilation fans.
VENT PULL ON Knobs
Two VENT–PULL ON control knobs are on
each side of the instrument panel (Figure 114). Each knob controls the flow of ventilating
air from an outlet adjacent to each knob.
Pulling each knob opens a small air door on
the fuselage exterior, which admits ram air
for distribution through the ventilating outlet.
EMERGENCY/ABNORMAL
PROCEDURES
A temperature sensor in the outlet duct from
the mixer/muffler operates in conjunction with
the TEMP selector knob. In the event of a hightemperature condition (overheat) in the outlet
duct, the temperature sensor is energized, closing the flow control valve, shutting off the
source of hot bleed air from the engine.
11-8
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
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 good cabin heating is needed during ground operations:
A. Move the fuel condition lever to HIGH
IDLE.
B. Move the MIXING AIR control to
GRD.
C. Open the instrument panel vents.
D. Both A and B
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.
4. The CABIN HEAT FIREWALL SHUTOFF control should be pulled out:
A. To routinely shut off cabin heat.
B. If a f ire is suspected in the engine
compartment.
C. During ground operations.
D. During engine starts.
FOR TRAINING PURPOSES ONLY
11-9
The information normally contained in this chapter
is not applicable to this particular aircraft.
The information normally contained in this chapter
can be found in Chapter 14, Landing Gear and Brakes.
CESSNA CARAVAN I PILOT TRAINING MANUAL
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
Emergency/Abnormal.................................................................................................... 14-3
BRAKE SYSTEM ................................................................................................................ 14-3
Description .................................................................................................................... 14-3
Components................................................................................................................... 14-3
Operation ....................................................................................................................... 14-4
Emergency/Abnormal.................................................................................................... 14-4
QUESTIONS......................................................................................................................... 14-5
FOR TRAINING PURPOSES ONLY
14-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
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
FOR TRAINING PURPOSES ONLY
14-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
This chapter describes the landing gear and brake system on the Cessna Caravan I.
Information is provided on the main and nose gear, shock absorption, and brakes.
GENERAL
The tricycle type landing gear on the Cessna
Caravan I consists of a steerable nosewheel
and two main wheels. Shock absorption is provided by tubular spring-steel main landing gear
struts, and a nose gear oil-filled shock strut.
The aircraft has a single disc brake on the
main landing gear wheels. There is no brake
on the nosewheel.
FOR TRAINING PURPOSES ONLY
14-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
LANDING GEAR
SYSTEM
OPERATION
DESCRIPTION
The landing gear is of the f ixed-gear tricycle
type with a steerable nosewheel and two main
wheels (Figure 14-1).
COMPONENTS
Effective ground control while taxiing is accomplished through nosewheel steering by
using the rudder pedals to steer in their respective directions. When a rudder pedal is depressed, a spring-loaded steering bungee,
which is connected to the nose gear and to the
rudder bars, turns the nosewheel through an
arc of approximately 15° each side of center.
By applying differential braking the degree of
turn may be increased up to 51.5° or 56° each
side of center, depending on conf iguration.
Shock Absorption
Main gear shock absorption is provided by a
tubular spring-steel main gear spring with a
center main gear tube connecting the two outer
main gear legs at the gear attach trunnions.
The nose gear is equipped with an oil snubber
shock strut and a tubular spring-type drag link.
LIMITATIONS
The nose gear can be turned 51.5° or 56° either side of center, depending on conf iguration. If these limits are exceeded, damage to
the gear can result. The nose gear is equipped
with a frangible stop which breaks off if the
limits have been exceeded during towing operations (Figure 14-2). The stop is attached by
RIGHT MAIN
GEAR SPRING
RIGHT MAIN WHEEL
RIGHT MAIN
ATTACH TRUNNION
CENTER MAIN GEAR SPRING
STEEL TUBE
AXLE FITTING
SHIMMY
DAMPER
RIGHT BRAKE
SHOCK STRUT
LEFT MAIN
ATTACH TRUNNION
TRUNNION
AFT SUPPORT
LEFT MAIN
GEAR SPRING
FORWARD
SUPPORT
DRAG LINK
SPRING
NOSEWHEEL
Figure 14-1. Landing Gear System
14-2
FOR TRAINING PURPOSES ONLY
LEFT MAIN WHEEL
CESSNA CARAVAN I PILOT TRAINING MANUAL
ing the landing roll. Use the minimum amount
of braking necessary.
BRAKE SYSTEM
DESCRIPTION
The airplane has a single-disc, hydraulically
actuated brake on each main landing gear
wheel. Each brake is connected by a hydraulic
line, to a master cylinder attached to each of
the pilot rudder pedals (Figure 14-3).
Figure 14-2. Nose Gear Frangible Stop
a small cable, which retains it as an indication
of possible nose gear damage.
EMERGENCY/ABNORMAL
Landing with a Flat Main Tire
Fly the aircraft as desired to lighten the fuel
load. Position the FUEL SELECTOR to the
OFF position on the opposite side of the flat tire.
This lightens the load on the side of the flat tire.
CAUTION
Maximum fuel imbalance is 200
pounds.
Approach the airport with flaps at the full down
position. Touchdown on the inflated tire first.
Hold the airplane off the flat tire as long as possible with aileron control. Maintain directional
control using the brake on the wheel with the inflated tire as required.
Landing with a Flat Nose Tire
Move passengers and baggage aft if practical. Remain within approved center-of-gravity envelope. Approach the airport using full
flaps. Upon touchdown, keep the nose wheel
off the pavement for as long as possible dur-
Figure 14-3. Brake Side
COMPONENTS
A brake fluid reservoir just forward of the
firewall on the left side of the engine compartment provides additional brake fluid for the
brake master cylinders (Figure 14-4). Check
the fluid in the reservoir for proper level prior
to each flight. Ref ill the reservoir with MILH-5606 hydraulic fluid.
FOR TRAINING PURPOSES ONLY
14-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 14-4. Brake Fluid Reservoir
OPERATION
The brakes are operated by applying pressure
to the top of either the left (pilot) or right
(front passenger) set of rudder pedals, which
are interconnected. When the air plane is
parked, both main wheel brakes may be set by
utilizing the parking brake, which is operated
by a handle on the lower left side of the instrument panel (Figure 14-5). To apply the parking brake, set the brakes with the rudder pedals
and pull the handle aft. To release the parking
brake, push the handle fully in.
For maximum brake life, keep the brake system properly maintained. For aircraft with
metallic brakes, which is most of the 208 and
208B aircraft, hard brake application is benef icial in that the resulting higher brake temperatures help to maintain proper brake glazing
and expected brake life. Conversely, the habitual use of light and conservative brake application is detrimental to metallic brakes.
14-4
Figure 14-5. Parking Brake
EMERGENCY/ABNORMAL
Some of the symptoms of impending brake
failure are:
• Gradual decrease in braking action after
brake application
• Noise or dragging brakes
• Soft or spongy pedals
• Excessive travel and weak braking action
If any of these symptoms occur, the brake system is in need of immediate attention. If, during taxi or landing, braking action decreases,
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.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. If the nose gear has been turned past the
56° maximum travel:
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. 56° 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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Ailerons ......................................................................................................................... 15-2
Rudder ........................................................................................................................... 15-2
Elevator.......................................................................................................................... 15-2
Controls and Indications................................................................................................ 15-2
SECONDARY FLIGHT CONTROLS.................................................................................. 15-2
Wing Spoiler.................................................................................................................. 15-2
Trim Systems................................................................................................................. 15-2
Control Locks ................................................................................................................ 15-4
Stall Warning System .................................................................................................... 15-4
Wing Flap System ......................................................................................................... 15-5
Standby Flap System ..................................................................................................... 15-7
QUESTIONS......................................................................................................................... 15-8
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
15-1
Wing Spoiler .......................................................................................................... 15-2
15-2
Aileron Servo Tab .................................................................................................. 15-2
15-3
Aileron Trim Tab.................................................................................................... 15-3
15-4
Aileron Trim Knob ................................................................................................ 15-3
15-5
Elevator Trim Tab 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
WINGS FLAPS Selector and Position Indicator................................................... 15-6
15-11
Overhead Panel ...................................................................................................... 15-7
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls on the Cessna Caravan I. The aircraft is
equipped with f ixed and movable surfaces that provide stability and control during
flight. The primary flight controls are ailerons, rudder, and elevators. Secondary flight
controls include spoilers, trim devices, and flaps. Information on the stall warning system and control locks is also provided.
GENERAL
The flight control system on the Caravan I includes conventional aileron, elevator, and
rudder control surfaces, and a pair of spoilers above the outboard ends of the flaps. The
c o n t r o l s u r f a c e s a r e m a n u a l ly o p e r a t e d
through mechanical linkages using a control
wheel for the ailerons, spoilers, and elevator,
and rudder/brake pedals for the rudder.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
PRIMARY FLIGHT
CONTROLS
AILERONS
Ailerons on the outboard trailing edge of both
wings provide lateral (roll) control about the
longitudinal axis.
RUDDER
aileron bellcrank. While the movement of the
spoilers begins simultaneously with the upward travel of the aileron, movement of the
spoilers for the f irst 5° of aileron travel is
negligible. Once the aileron has been deflected upward past the 5° point, the spoiler
deflection rate is proportional to the aileron
until they reach the full-up position. When the
aileron is deflected downward, the spoiler is
completely retracted. Aileron servo tabs provide reduced maneuvering control wheel
forces (Figure 15-2).
The rudder, hinged to the trailing edge of the
vertical stabilizer, provides directional control
about the vertical axis (yaw).
ELEVATOR
The elevators on the trailing edge of the horizontal stabilizer provide longitudinal control about the lateral axis (pitch)
CONTROLS AND INDICATIONS
Control Yoke and Column
Figure 15-1. Wing Spoiler
The pilot and copilot (front passenger) have
conventional control yokes and columns.
Control inputs are transmitted to the ailerons
and elevators through cables and bellcranks.
Rudder Pedals
Rudder pedals are provided for the pilot and
copilot (front passenger). Control inputs transmit to the rudder through cables. Depressing
the top of the nonadjustable rudder pedals activates the brakes.
Figure 15-2. Aileron Servo Tab
SECONDARY FLIGHT
CONTROLS
WING SPOILER
The wing spoilers improve lateral control of
the airplane at low speeds by disrupting lift
over the appropriate flap (Figure 15-1). The
spoilers are interconnected with the aileron
system through a pushrod, to an arm of the
15-2
TRIM SYSTEMS
Manually operated aileron, elevator, and rudder trim systems are provided. Aileron trimming is achieved by a trimmable servo tab
attached to the right aileron (Figure 15-3). It
is connected mechanically to a knob on the
control pedestal (Figure 15-4).
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Rudder trimming is accomplished through the
trim control wheel on the control pedestal,
which is attached to the forward rudder torque
tube and nose gear steering push rod by rotating the trim control wheel either left or right
to the desired trim position. Rotating the trim
wheel to the right will trim nose-right; conversely, rotating it to the left will trim nose-left.
Figure 15-3. Aileron Trim Tab
Figure 15-4. Aileron Trim Knob
Operation
Rotating the trim knob to the right (clockwise) trims the right wing down; conversely,
rotating the trim knob to the left (counterclockwise) trims the left wing down.
Elevator trimming is accomplished through
two elevator trim tabs by utilizing the trim
wheel on the top left side of the control
pedestal (Figure 15-5).
Figure 15-5. Elevator Trim Tab Wheel
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Emergency/Abnormal
The ability to trim the rudder is dependent
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
trim wheel only moves the nosewheel left or
right and does not affect the rudder. If several
attempts to trim the rudder have no apparent
effect on control forces, the pilot should consider centering the rudder trim control for the
remainder of the flight and notifying maintenance upon landing.
CONTROL LOCKS
A control lock is provided to lock the aileron
and elevator control surfaces to prevent damage to these systems by wind buffeting while
the airplane is parked. The lock 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).
Earlier aircraft were equipped with a rudder
lock, which is operated by a spring-loaded Thandle on the bottom of the instrument panel
to the right of the control pedestal. The RUDDER LOCK-PULL handle, when pulled out,
locks the rudder in the neutral position. An interlock between the rudder lock and the fuel
condition lever prevents locking the rudder
when the lever is in any position other than
CUTOFF. Later SNs are equipped with a rudder gust lock, which is operated by an external handle on the left side of the tail cone
(Figure 15-7). This rudder gust lock also has
a fail-safe connection to the elevator control
system to ensure it is disengaged before the airplane becomes airborne. This connection automatically disengages the lock when the
elevator is deflected upward from neutral.
Figure 15-7. Rudder Lock
Figure 15-6. Control Wheel Lock
Operation
STALL WARNING SYSTEM
To install the control lock, align the hole in the
left side of the pilot control wheel shaft with
the hole in the left side of the shaft collar on
the instrument panel, and insert the rod into
the aligned holes. Installation of the lock secures the ailerons in a neutral position and
the elevators in a slightly trailing-edge down
position. Proper installation of the lock places
the flag over the left sidewall switch panel.
15-4
Remove or unlock the control lock and other
types of locking devices prior to starting the
engine.
The vane-type stall warning unit is in the leading edge of the left wing (Figure 15-8). It is
electrically connected to a stall warning horn
in the pilot overhead panel.
The vane and sensor unit in the wing leading
edge is equipped with a heating element. The
heated part of the system is operated by the
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
ings during ground operations, push the control 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 15-9).
The system is protected by the FLAP MOTOR
circuit breaker on the CB panel.
Figure 15-8. Stall Warning Vane
STALL HEAT switch on the DEICE/ANTIICE 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 airflow over the wing and operates the warning
horn at airspeeds of between 5 and 10 knots
above the stall in all conf igurations.
Figure 15-9. Wing Flap
Operation
Check the stall warning system during the preflight inspection by momentarily turning the
BATTERY switch on and actuating the vane in
the wing. The system is operational if the warning horn sounds as the vane is pushed upward.
Emergency/Abnormal
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
the vane sticks in the on position.
Operation
The wing flaps are extended or retracted by positioning the wing flaps selector lever on the
control pedestal to the desired flap deflection
position (Figure 15-10). The selector lever is
moved up or down in a slotted panel that provides mechanical stops at the 10° and 20° positions. A white-tipped pointer on the left side
of the selector lever provides a flap position
indication.
Limitations
WARNING
• Approved for takeoff range.... 0 to 20°
The circuit breaker must be pushed
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-
• Approved for landing range ... 0 to 30°
Refer to the Pilot Operating Handbook (POH)
for detailed information about takeoff and
landing performance.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
SELECTOR LEVER
POSITION INDICATOR
Figure 15-10. WINGS FLAPS Selector and Position Indicator
Emergency/Abnormal
Flaps Fail to Extend or Retract
Asymmetric Flap Extension or
Retraction
If flaps fail to extend or retract, check that the
FLAP MOTOR and STBY FLAP MOTOR circuit breakers are pushed IN. If flaps still fail
to extend or retract on earlier SNs:
If the airplane experiences asymmetric (uneven) flap extension or an uncommanded flap
retraction, apply ailerons and rudder to stop
the roll. Place the FLAP selector to the UP position, and reduce airspeed to 100 KIAS or
less. If both flaps retract to a symmetrical setting, plan a flaps up landing (refer to the POH
for increase in approach speed and landing
distances).
• Move the guarded STBY FLAP MOTOR
switch (overhead) to STBY. Position the
STBY FLAP MOTOR switch to the UP
or DOWN position. Hold the switch until
the flaps reach the desired position.
Release the switch before the flaps reach
their full up or full down travel.
On later SNs:
If both flaps cannot be retracted to a symmetrical setting, land as soon as practical while
maintaining a minimum airspeed of 90 KIAS
on the approach. Avoid a nose-high flare on
landing.
15-6
• Move the guarded and safety-tied STBY
MOTOR switch (overhead) by breaking
the safety wire and position the switch
to STBY.
• Move the guard on the STBY MOTOR
switch; this breaks the safety wire.
Position the switch to the UP or DOWN
position. Hold the switch until the flaps
reach the desired position. Release the
switch before the flaps reach their full
up or full down travel.
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CESSNA CARAVAN I PILOT TRAINING MANUAL
STANDBY FLAP SYSTEM
A standby system can operate the flaps if the
primary system malfunctions. The standby
system includes:
• Standby motor
indicator while operating the standby system.
Since the standby flap system does not have
limit switches or dynamic breaking, actuation of the STBY FLAP MOTOR–UP–DOWN
switch should be terminated before the flaps
reach full up or down travel; otherwise, damage to the flap motor mounts may result.
• Guarded and safety-tied (with breakable copper wire) STBY FLAP MOTOR
switch
NOTE
• UP–DOWN switch (guarded and wired)
on the overhead panel (Figure 15-11)
Avoid use of the standby flap system
with the autopilot engaged since this
causes the trim to run in the opposite
direction.
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,
center-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; then lift
the guard and actuate the UP–DOWN switch
momentarily to UP or DOWN, as desired. It
is very important to observe the flap position
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. The wing spoilers on the Caravan I:
A. Are used as speed reduction devices.
B. Improve lateral control of the airplane
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
Caravan.
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 instrument 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.
15-8
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
PITOT-STATIC SYSTEM..................................................................................................... 16-2
Description .................................................................................................................... 16-2
Components................................................................................................................... 16-2
Controls and Indications ............................................................................................... 16-2
Emergency/Abnormal ................................................................................................... 16-3
VACUUM SYSTEM AND INSTRUMENTS ...................................................................... 16-3
Description .................................................................................................................... 16-3
Controls and Indications ............................................................................................... 16-4
GYROSCOPE INSTRUMENTS .......................................................................................... 16-4
Attitude Indicator .......................................................................................................... 16-4
Copilot Attitude Indicator ............................................................................................. 16-5
Directional Indicator (Left Flight Panel Instruments) .................................................. 16-5
Directional Indicator (Right Flight Panel Instruments) ................................................ 16-6
AVIONICS ............................................................................................................................ 16-6
Description .................................................................................................................... 16-6
Audio Control Panel...................................................................................................... 16-7
Global Positioning System.......................................................................................... 16-11
Radar Altimeter ........................................................................................................... 16-12
Multifunction Display ................................................................................................. 16-12
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
LIMITATIONS ................................................................................................................... 16-15
Placards ....................................................................................................................... 16-15
EMERGENCY/ABNORMAL ........................................................................................... 16-15
QUESTIONS ...................................................................................................................... 16-16
16-ii
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
16-1
Pitot-Static Tube .................................................................................................... 16-2
16-2
Airspeed Indicator (KI-525A) ............................................................................... 16-2
16-3
Altimeter Indicator ................................................................................................ 16-3
16-4
Suction Gauge ....................................................................................................... 16-4
16-5
Slaving Accessory and Compensator Unit ............................................................ 16-5
16-6
EHSI (KI-825) ....................................................................................................... 16-6
16-7
Avionics Switches.................................................................................................. 16-7
16-8
GNS 530 GPS/NAV/COM .................................................................................... 16-7
16-9
KX-165 NAV/COM............................................................................................... 16-8
16-10
KNI-582 RMI ........................................................................................................ 16-9
16-11
KMA-24................................................................................................................. 16-9
16-12
GTX 330 Transponder ........................................................................................... 16-9
16-13
KT-70 Transponder .............................................................................................. 16-10
16-14
KMD-850 Multifunction Display........................................................................ 16-10
16-15
KFC-225 Autopilot/Flight Director System........................................................ 16-11
16-16
KLN-94 GPS ....................................................................................................... 16-11
16-17
KRA-10A Radar Altimeter.................................................................................. 16-12
16-18
ART 2000 WX Radar Stormscope Display ........................................................ 16-13
16-19
KGP-560 Terrain and Avoidance System............................................................ 16-14
16-20
KTA-870 Traffic Advisory System ..................................................................... 16-14
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 16
AVIONICS
INTRODUCTION
This chapter is an overview of the avionics systems on the Cessna Caravan I. Classroom
presentations familiarize pilots with the systems and allow hands-on application.
GENERAL
Basic avionics for the Cessna Caravan I include
instruments that operate from the pitot-static
system, gyroscope/vacuum instruments, various communication, navigation, and engine
instruments and systems. Overview information is also provided on weather radar, terrain
avoidance and warning, the flight information system, and the traff ic advisory system.
FOR TRAINING PURPOSES ONLY
16-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
PITOT-STATIC SYSTEM
DESCRIPTION
The airplane is equipped with one pitot-static
system as standard equipment. An optional
second system is available for the right flight
instrument panel. Each pitot-static system
supplies ram-air pressure to its respective airspeed indicator and static pressure to the airspeed indicator, vertical speed indicator, and
altimeter (Figure 16-1).
the cabin instead of from the pitot-static tube.
Pressures within the cabin vary with vents
open or closed, causing variations in the airspeed and altitude readings.
For airspeed and altitude calibration charts
with the alternate static source in use, refer to
the Section 5, “Performance” in the Pilot
Operating Handbook (POH).
CONTROLS AND INDICATIONS
Airspeed Indicators
There are two airspeed indicators: one on the
pilot upper left instrument panel and one on
the copilot upper left instrument panel.
The airspeed indicators are calibrated in knots
(Figure 16-2). Limitation and range markings
in KIAS include the white arc (full-flap operating rage of 50 to 125 knots), green arc (normal operating range of 63 to 175 knots), and
a red line maximum speed of 175 knots. Note
that circumferential positions of the airspeed
markings differ between the pilot and copilot
indicator. This does not indicate an error in the
Figure 16-1. Pitot-Static Tube
COMPONENTS
Each system is composed of:
• Heated pitot-static tube on the leading
edge of the left wing
• Airspeed pressure switch behind the instrument panel
• Associated plumbing necessary to connect the instruments and sources
The left system is equipped with a static-press u r e a l t e r n a t e s o u r c e va l v e b e l ow t h e
DEICE/ANTI-ICE switch panel. A drain valve
for each system is on the respective sidewall
beneath the instrument panel.
The static pressure alternate source on the left
system supplies static pressure from inside
16-2
Figure 16-2. Airspeed Indicator
(KI-525A)
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
instrument or installation, but should be considered when quickly cross referencing each
indicator.
Airspeed Indicator Markings
• White arc ..................... 50 to 125 KIAS
Full-flap operating range. Lower limit is
maximum weight V SO in landing configuration. Upper limit is maximum speed
permissible with flaps fully extended.
• Green arc ..................... 63 to 175 KIAS
Normal operating range. Lower limit is
maximum weight V S at most forward
center of gravity (CG) with flaps retracted. Upper limit is maximum operating speed.
• Red line ................................. 175 KIAS
Maximum speed for all operations.
Altimeters
Airplane altitude is depicted by barometric
altimeters, one each on the pilot and copilot
instrument panels (Figure 16-3). A knob near
the lower left portion of each indicator provides
adjustment of the instrument barometric scale
to the current altimeter setting.
Figure 16-3. Altimeter Indicator
neous instrument readings are suspected due
to water or ice in the pressure line going to the
static pressure source, the alternate source
valve needs to be pulled to the ON position.
VACUUM SYSTEM AND
INSTRUMENTS
PITOT/STATIC HEAT Switch
The pitot-static tubes are heated electrically,
controlled by a PITOT/STATIC HEAT switch,
and protected by LEFT PITOT HEAT and
RIGHT PITOT HEAT circuit-breakers on the
CB panel.
EMERGENCY/ABNORMAL
Static Pressure Source line
Blockage
A static pressure alternate source valve is below
the anti-ice switch panel and can be used if the
static source is malfunctioning. This valve
supplies static pressure from inside the cabin
instead of from the pitot-static tube. If erro-
DESCRIPTION
A vacuum system provides the suction necessary to operate the left attitude indicator and
the right directional indicator on King autopilot models KFC-150 and KFC-225 equipped
aircraft. Vacuum is obtained by passing regulated compressor outlet bleed air through a
vacuum ejector. Bleed air flowing through an
orif ice in the ejector creates the suction necessary to operate the instruments.
The vacuum system includes:
• Bleed-air pressure regulator
• Vacuum ejector on the forward left side
of the f irewall
• Vacuum relief valve
FOR TRAINING PURPOSES ONLY
16-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
• Vacuum system air f ilter on the aft side
of the f irewall
• Vacuum-operated instruments
• SUCTION gauge on the instrument panel
• VACUUM LOW warning annunciator on
the annunciator panel.
CONTROLS AND INDICATIONS
Suction Gauge
The SUCTION gauge on the left side of the instrument panel is calibrated in inches of mercur y and indicates suction available f o r
operation of the attitude and directional indicators (Figure 16-4). The desired suction range
is 4.5 to 5.5 inches of mercury up to 15,000
feet altitude, 4.0 to 5.5 inches of mercury from
15,000 to 20,000 feet, and 3.5 to 5.5 inches of
mercury from 20,000 to 25,000 feet. The 15K,
20K, 25K, and 30K markings at the appropriate step locations indicate the altitude in thousands of feet, at which the lower limit of that
segment is acceptable. A suction reading out
of these ranges may indicate a system malfunction or improper adjustment, and in that case
the attitude and directional indicators should
not be considered reliable.
Vacuum Low Warning
Annunciator
A red VACUUM LOW warning annunciator is
on the annunciator panel to warn the pilot of
possible low-vacuum condition existing in the
vacuum system. Illumination of the annunciator warns the pilot to check the SUCTION
gauge and to be alert for possible erroneous
vacuum-driven gyro instrument indications.
The annunciator illuminates by operation of
a switch, which closes whenever suction is
less than approximately 3.0 inches of memory.
GYROSCOPE
INSTRUMENTS
ATTITUDE INDICATOR
The attitude indicator gives a visual indication
of the flight attitude. Bank attitude is presented by a pointer at the top of each indicator relative to the scale, which has index
markings at 10, 20, 30, 60, and 90° either side
of the center mark. For the pilot, indicator
pitch and roll attitude are presented by a symbolic airplane depicted as an orange triangle.
For this instrument, there is a parallax adjustment (adjustment to the angle at which the
pilot views the symbolic airplane). This adjustment is available by adjusting a screw on the
face of the instrument. The level flight attitude
varies based on aircraft conf iguration and the
pilot angle of view. Additionally, this instrument includes yellow flight command bars
(V-bars), which are a part of the flight director/autopilot system. There is also a decision
height (DH) indicator light in the upper left
corner that illuminates upon reaching the preselected decision height if the radar altimeter
is in the aircraft. The gyroscopic power for this
instrument comes from the vacuum system of
the aircraft.
Figure 16-4. Suction Gauge
16-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
COPILOT ATTITUDE
INDICATOR
Operation
Similar to the pilot attitude indicator, the copilot attitude indicator is sectioned into two
areas, an upper “blue sky” and a lower “ground”
area, which have arbitrary pitch reference lines
that are useful for pitch control. A knob at the
bottom of the copilot attitude instrument allows
in-flight adjustment of the miniature airplane
to the horizon bar for a more accurate flight indication. There is no flight director, autopilot
reference, or control associated with the copilot attitude indicator. Also different from the
pilot indicator is the fact that the copilot indicator gyroscopic power is obtained from the
electrical system. A failure of this gyro or associated system is indicated by the “barber
pole” red and white flag displayed in the upper
right corner of the indicator.
Selection of the desired radial or course for the
CDI is available through manipulation of the
course selector knob in the lower left corner of
the instrument. For the pilot indicator, the
heading reference knob on the lower right side
of the instrument selects the desired heading
reference for the heading bug. This does not
control the actual compass card position.
Positioning of the compass card is accomplished through magnetic measurements acquired by the flux gate, which is in the outer
portion of the right wing. Should this flux gate
fail to work properly, adjustment of the compass card is available through selection of the
FREE and CW/CCW positions in the slaving
accessory and compensator unit (Figure 16-5).
Operation of the turn-and-bank indicator is
accomplished via electrical power. The bank indications in reference to the miniature airplane
indicate a standard rate of turn when properly
aligned with the wings of the miniature aircraft.
DIRECTIONAL INDICATOR
(LEFT FLIGHT PANEL
INSTRUMENTS)
Both directional indicators display an airplane
heading on a compass card in relation to a
fixed simulated airplane image and index. The
pilot directional indicator is a multifunctional
unit. As a standard, each aircraft is equipped
with an horizontal situation indicator (HSI).
In addition to heading reference, a course deviation indicator (CDI) reference is also included within the HSI.
Gyroscopic power for this instrument is obtained from the electrical system.
Additionally, the gyroscope for the pilot HSI
is remotely located from the instrument itself. The HSI receives signals from the gyro
at the rear of the aircraft.
Figure 16-5. Slaving Accessory and
Compensator Unit
As an option, an electronic horizontal situation indicator (EHSI) is also available for this
aircraft. Basic operation and control of this instrument is similar to that of the standard HSI.
Additional functions such as brightness, range,
arc mode, and overlay features such as stormscope indications and global positioning systems (GPS) routing just to name a few, are all
initially available through selection of the
MENU button at the lower center position of
the instrument (Figure 16-6).
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
• GNS-430 GPS/NAV/COM No. 2
• K M D - 8 5 0 M u l t i f u n c t i o n D i s p l ay
(Bendix/King)
• GTX 327 Mode C or GTX-330 Mode S
XPDR)
• KR-87 ADF w/KNI-582 Indicator
(Bendix/King)
• KN-63 DME w/KDI-527 Indicator
(Bendix/King)
•`KFC-225 Autopilot/Flight Director
System (Bendix/King))
• KI-525A HSI or KI-825 EHSI
(Bendix/King)
• KRA-10A Radar Altimeter
Figure 16-6. EHSI (KI-825)
• Bendix/King Package
• KMA-24H-70 Audio Panel
DIRECTIONAL INDICATOR
(RIGHT FLIGHT PANEL
INSTRUMENTS)
• KR-21 Marker Beacon Receiver
Gyroscopic power for operation of the copilot directional gyro (DG) is provided by vacuum system in the aircraft and is within the
instrument. Additionally, the compass card
for this DG is not slaved.
• KT-70 Mode C or KT-71/73 Mode S
XPDR
To set the compass card to the desired heading,
the pilot pushes in and rotates the selector knob
in the lower left corner of the instrument.
• KX-165 NAV/COM No. 1 and No. 2
• KLN-94 GPS
Various avionics support equipment are in the
airplane, including:
• Avionics cooling fan
• Microphone/speaker
• Mic/phone jacks
• Control surface static dischargers
AVIONICS
DESCRIPTION
The Cessna Caravan is offered with a variety
of avionics. The following are some examples
of the more recent packages available. These
examples are not exclusive to what is currently available:
Garmin Package:
• GMA-340 Audio Panel
• GNS-530 GPS/NAV/COM No. 1
16-6
The following paragraphs discuss these items.
Additional description and operation of your
aircraft radio equipment is covered in Section
9 and the Supplements section of the POH.
Power from the airplane power distribution
bus to the avionics buses is controlled by the
two toggle-type switch breakers on the left
sidewall switch panel. The left switch controls
power to the No. 1 avionics bus while the
right switch controls power to the No. 2 avionics bus (Figure 16-7). Place the avionics
power switches in the OFF position prior to
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
plies internal cooling air for prolonged avionics equipment life. The fan operates when
the battery switch and the No. 2 avionics
power switch is in the ON position.
AUDIO CONTROL PANEL
Navigation/Communication
(NAV/COMM) Radios
Figure 16-7. Avionics Switches
turning the battery switch ON or OFF, starting the engine, or applying an external power
source. An avionics cooling fan system sup-
Operation of both the Garmin GNS 430 or
530 and the Bendix/King KX-165 navigation
and communication radios are similar in basic
function. Both offer a standby and in-use frequencies along with memory and preselect
functions that work in conjunction with the associated GPS for arrivals, departures, and approaches (Figures 16-8 and 16-9).
Figure 16-8. GNS 530 GPS/NAV/COM
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Clear is used to erase information or cancel
an entry.
Enter is used to complete data entry.
Right knobs (GPS & PUSH CURSOR) consist
of the large right knob that is used to change
between page groups or to move the cursor
about the selected page. The small right knob
is used to change between the pages within the
page group or activates the cursor by pressing
this knob.
Figure 16-9. KX-165 NAV/COM
Garmin 430/530 NAV/COM
Controls
COM power/volume knob powers unit on or off
and decreases or increase communication radio
volume. Press to disable automatic squelch.
VLOC volume knob increases or decreases volume for the selected VOR/Localizer frequency.
Press to enable or disable the ident tone.
Left knobs (COM/VLOC & PUSH C/V) consist of the large left knob that is used to tune
the megahertz value of the standby frequency
for the navigation or communications radios,
as selected. The small left knob is used to tune
the kilohertz value of the standby frequency
for the navigation or communication radios,
as selected. The small left knob changes the
cursor between com and nav frequencies, when
pressed.
COM flip-flop key is used to change com
frequencies between standby and active.
V L O C f l i p - f l o p i s u s e d t o c h a n g e n av
frequencies between standby and active.
Nearest key displays the nearest page group
starting with the airports page
CDI key is used to change between navigation
sources
OBS key is used to change between automatic or manual sequencing of waypoint in
the flight plan.
MSG is used to view messages.
FPL provides access to the flight plan page
group where flight plans can be created, edited, or activated among other features.
VNAV allows creation of a vertical navigation
prof ile for descents.
PROC allows access to the IFR procedures
database where arrivals, departures, and instrument approach procedures can be chosen and
loaded into the flight plan
Automatic Direction Finder
The KR-87 automatic direction f inder (ADF)
features several functions within the unit,
including:
• Flight timer
RANGE key allows a larger or smaller map
scale to be selected
• Programmable elapsed timer
Direct-To key allows the entry of a waypoint
for a direct course of navigation.
• Beat frequency oscillator (BFO)
• Automatic dimming circuits
• Active and standby frequency selections
Menu allows access to additional features or
make changes to settings on the current page.
16-8
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CESSNA CARAVAN I PILOT TRAINING MANUAL
The KNI-582 radio magnetic indicator (RMI)
works with the KR-87 receiver to provide navigational indications to the pilot (Figure
16-10). This indicator can provide indications
for two ADF receivers and two VOR receivers
and is slaved to the pilot directional gyro.
The GMA 340 and KMA-24 combine the functions of a marker beacon receiver and an audio
control panel to control the audio from all
communications and navigation transceivers
and receivers. All audio is selectable for either
speaker or headphone output. An intercom
can also be controlled from this panel on the
KMA-24 (Figure 16-11).
Transponder
The Garmin GTX 330 and Bendix/King KT70 transponders are Mode S, instrument flight
rules (IFR) certif ied transponders with
datalink capability, including local traff ic updates (Figures 16-12 and 16-13). Pilots can receive FAA Traffic Information Services (TIS),
including location, direction, altitude, and
climb/descent information of nearby aircraft
on the GNS 430, 530, or KMD-850 multifunction display (MFD). The result is improved
communication between aircraft and air traff ic control (ATC), providing U.S. pilots with
greater traff ic awareness in busy terminal
areas (Figure 16-14).
Figure 16-10. KNI-582 RMI
Figure 16-11. KMA-24
Figure 16-12. GTX 330 Transponder
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 16-13. KT-70 Transponder
Figure 16-14. KMD-850 Multifunction Display
Some of the features of the GTX 330 are the
liquid crystal display (LCD), the numeric keypad, a dedicated VFR button, and display of
current pressure altitude. Timing and display
functions such as flight time and count-up and
count-down timers are available.
• Integ rated altitude aler ting and
preselection
• Radar altimeter gain scheduling
Autopilot
The KFC-225 system is an integrated digital
autopilot computer combining the functions of
the computer, mode selector, altitude preselec-
16-10
tor, annunciator, and yaw damper (optional)
into one unit (Figure 16-15). In addition to the
standard autopilot and flight director modes,
the KFC-225 provides:
• Accurate tracking through the VOR
“cone of confusion”
• Voice messaging
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 16-15. KFC-225 Autopilot/Flight Director System
The altitude alerter and preselector provides automatic arming and the annunciators are provided
on the display. The KFC 225 also accepts GPS
roll steering commands.
The servos used for pitch, roll, and pitch trim
commands are monitored and automatically
disconnect when excessive pitch rates, roll
rates, or acceleration forces are sensed. Voice
messages and audible warning keep the pilot
aware of these situations. When the system is
powered-up, a preflight test automatically inspects and then monitors the components of
the system to ensure proper operation. As an
option on later aircraft, there are audible voice
messages to alert the pilot to either the elevator running for more than 5 seconds (“trim in
motion, trim in motion”) or an out-of-trim
condition existing for more than 16 seconds
(“check pitch trim”).
GLOBAL POSITIONING SYSTEM
The comprehensive aeronautical databases of
both the Garmin GNS 430/530 and the
Bendix/King KLN-94 GPS include airports,
VORs, NDBs, intersections, and special use airspace (Figure 16-16). To enhance situational
awareness, supplemental cartographic databases include rivers, roads, lakes, cities, railroad track, boundaries, and towers. Other GPS
features include:
• GPS IFR approaches
• IFR approach overlays
• Dedicated range selection for map pages
For both units there is a dedicated procedures
button to simplify the loading of approaches, departures and arrivals. A quick-tune feature can
automatically load frequencies into the associated Garmin.
Figure 16-16. KLN-94 GPS
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
RADAR ALTIMETER
The KRA-10A radar altimeter provides continuous visual indication of height above terrain from 2,500 feet AGL to 35 ±15 feet AGL.
It also provides continuous selection of decision height and annunciation of the selected
decision height as well as a complete self-test
feature that the pilot needs to be familiar with
and complete prior to takeoff (Figure 16-17).
Bendix/King ART 2000 Color
Weather Radar
The weather function of the KMD-850 MFD
for the display and control of the weather radar
system. Weather radar indicates the presence
and strength of precipitation and is intended
to allow the pilot to avoid thunderstorms and
associated turbulence (Figure 16-18).
The vertical prof ile system scans vertically at
the azimuth selected by the pilot using the
track line. This enables the user to examine the
angle of the cell leading edge to determine direction of movement, check radar tops, and distinguish between ground and weather returns.
This system is also stabilized to ±30° combined
pitch and roll. It also has four levels of color
with switchable ranges of 10, 20, 40, 80, 160,
and 240 NM, a horizontal scan angle of 100°,
and a vertical scan angle of 60°.
Another thunderstorm detection and avoidance tool that is available with this unit is the
Goodrich WX-500 Stormscope. The WX-500
detects electrical discharges associated with
thunderstorms within 200 NM radius of the aircraft. In addition to the KMD-850, these indications also display on the Garmin 430/530
and Bendix/King KI-825 EHSI.
Figure 16-17. KRA-10A Radar Altimeter
MULTIFUNCTION DISPLAY
The KMD-850 MFD features a large 5” (diagonal) high-resolution LCD display. This
MFD provides a topog raphical map with
flight plan as well as display and control of
the options listed below.
Beyond the basic topographical functions of
the KMD 850, a number of other features and
services are available. These features are
briefly discussed within the following information. With the addition of these features
the designated model number can change (i.e.,
KMD-860, KMD-870, and KMD-880)
16-12
KDR 510 Flight Information
System
The weather function of the KMD-850 also allows for the display and control of the flight
information system (FIS). The FIS supplies
r e a l - t i m e we a t h e r i n f o r m a t i o n s u c h a s
NEXRAD graphics, METARs, TAFs, and other
flight advisory information to enhance situational awareness.
KGP-560 Terrain Avoidance
and Warning System
The terrain function of the KMD-850 MFD allows
for the display and control of the terrain avoidance system. The KGP-560 general aviation enhanced ground proximity warning system
(GA-EGPWS) (Figure 16-19) provides terrain
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 16-18. ART 2000 WX Radar Stormscope Display
display, situational awareness, terrain alerting
and warning, and obstacle alerting and warning
to the pilot while satisfying the requirements for
Class B terrain avoidance and warning systems
(TAWS) as defined by the FAA. In addition to
showing terrain ahead of the aircraft, the EGPWS
also shows terrain features shown on the display.
The color and intensity of the terrain along with
aural warnings instantly alert the pilot to areas of
dangerous terrain. The range of this terrain is selectable by the pilot from 1 to 320 NM.
KTA-870 Traffic Advisory
System
The traffic function of the KMD-850 allows
for the display and control of the traffic avoidance system (TAS). The KTA-870 TAS function
actively monitors the airspace around the aircraft and warns both visibly and with an audio
alert the presence of nearby transponderequipped aircraft that may pose a collision threat
(Figure 16-20). There are two other options for
traffic systems. The first option is through the
Traffic Information Service (TIS). This service
is offered through the FAA Mode S terminal sensors and uses the same surveillance information
provided to ATC. Estimated bearing, distance,
altitude and heading information for aircraft
within 7 NM and +3,500/–3,000 feet altitude of
the aircraft is sent over the Mode S datalink to
the TIS display. The pilot is also alerted to aircraft that are predicted to be within 30 seconds
of a potential collision, no matter the distance
or altitude.
Also available as a traff ic advisory system is
the Goodrich Skywatch TAS. The TAS system
displays aircraft up to ±8,700 feet of the aircraft.
Also available with this is the “above” view
that allows traff ic to be displayed if it is
+8,700/–2,700 feet or “below” view for traffic
that is +2,700/–8,700 feet. Generated traffic
symbols include nonthreat traffic, proximity in-
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 16-19. KGP-560 Terrain and Avoidance System
Figure 16-20. KTA-870 Traffic Advisory System
16-14
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CESSNA CARAVAN I PILOT TRAINING MANUAL
truder traffic, and traffic advisory. Additionally,
an arrow appears that faces either up or down
to indicate if the aircraft is climbing or descending at a rate of 500 fpm or greater. Both
the TAS and TIS systems display traffic on the
Garmin 430 and GNS 430 units.
LIMITATIONS
Refer to the POH for limitations of the various avionics components.
PLACARDS
A calibration card must be provided to indicate the accuracy of the magnetic compass in
30° increment.
EMERGENCY/
ABNORMAL
If sensor information is intermittent or is lost,
utilize the remaining operational navigation
equipment as required.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
QUESTIONS
1. The avionics cooling fan can be turned on
with avionics switch #2?
A. True
B. False
2. The KFC 225 autopilot preflight test occurs automatically.
A. True
B. False
3. The KFC 225 gives an annunciator warning if the elevator trim runs more than 3
seconds (voice message is optional).
A. True
B. False
4. Airborne radar is installed to help the
pilot penetrate thunderstorms.
A. True
B. False
6. The EGPWS has a range selectable to
______ miles.
A. 40
B. 240
C. 540
D. 320
7. The KTA 870 TAS actively monitors the
surrounding airspace and warns the pilot
visually only through the KMD 850.
A. True
B. False
8. The KTA 870 can alert the pilot of:
A. Any aircraft nearby
B. Any transponder-equipped aircraft
C. Only metal aircraft or aircraft composed of mostly metal parts
D. Only aircraft equipped with Mode S
transponders
5. The KGP 560 is used to:
A. Warn the pilot of proximity of traff ic
B. Provide storm information
C. Display weather radar display
D. Provide terrain alerting and warning
16-16
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
Description .................................................................................................................... 17-2
Components................................................................................................................... 17-2
Controls and Indications................................................................................................ 17-2
Operation ....................................................................................................................... 17-2
Limitations..................................................................................................................... 17-3
QUESTIONS......................................................................................................................... 17-4
FOR TRAINING PURPOSES ONLY
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ILLUSTRATIONS
Figure
Title
Page
17-1
OXYGEN Gauge ................................................................................................... 17-2
17-2
Oxygen Duration Chart ......................................................................................... 17-3
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 17
MISCELLANEOUS SYSTEMS
INTRODUCTION
This chapter describes the miscellaneous systems on the Cessna Caravan I. Information
is provided on the components, controls and indications for the oxygen system.
GENERAL
An oxygen system provides the supplementary
oxygen necessary for continuous flight at high
altitude or for use in the event smoke or other
toxic/noxious fumes are detected in the cabin.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
OXYGEN SYSTEM
DESCRIPTION
In the passenger model 208, the oxygen system is a 10-port system with a capacity of
116.95 cubic feet. In the 208 and 208B cargo
versions it is a two-port system with a capacity of 50.67 cubic feet, and a 13-port system
with a capacity of 116.95 cubic feet for model
208B passenger versions. The larger 116.95
cubic foot bottle is an option on all models.
COMPONENTS
Figure 17-1. OXYGEN Gauge
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 cylinder. A remote shutoff valve control lever in the
overhead console above the pilot and front
passenger seat controls an oxygen shutoff
valve, which is part of the regulator assembly.
Oxygen Outlets/Masks
In the two-port system, two oxygen outlets
are in the cabin ceiling, one each outboard of
the pilot and front passenger seats. In the 10port system, eight additional ports are adjacent to each of the eight aft passenger
ventilating air outlets. The standard masks are
the partial rebreathing type, equipped with
vinyl hoses and flow indicators. The pilot
mask is equipped with a microphone to facilitate use of the radio when using oxygen.
CONTROLS AND INDICATIONS
Oxygen cylinder pressure is indicated by a
pressure gauge on the overhead console adjacent to the OXYGEN shutoff valve control
(Figure 17-1).
OPERATION
Oxygen Duration
In order to make optimum use of the aircraft
and oxygen system, it is important that the
pilot understand the capabilities of the system
as well as the duration of the oxygen supply.
The oxygen duration chart (Figure 17-2) is
used to calculate the oxygen use time remaining in the system.
The pressure reading is taken from the gauge
on the oxygen control panel in the center of
the cabin ceiling above the pilot. Locate this
pressure on the left side of the chart and follow the line over to the right until the appropriate altitude line is encountered. From that
point, follow the vertical line down to the bottom of the chart and read the time in hours. 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 9.5 hours.
If more than one person is using oxygen, divide the time derived above by the number of
persons using oxygen.
The chart shown is for a 116.95-cubic-foot-capacity oxygen system.
17-2
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CESSNA CARAVAN I PILOT TRAINING MANUAL
1,850 psi. The red line indicates a pressure
of 2,000 psi.
When oxygen is being used by passengers at
night, the reading light above each passenger
must be turned on in order to check the face
mask hose flow indicator.
A maximum of 12 oxygen masks are allowed
to be plugged into the oxygen outlets at a time.
WARNING
Grease, oil, or other lubricants in
contact with oxygen create a serious f ire hazard, and such contact
must be avoided when handling oxygen equipment.
(116.95 CUBIC FEET CAPACITY)
NOTE:
OXYGEN DURATION IN HOURS
= TOTAL HOURS DURATION
NUMBER OF PERSONS
Figure 17-2. Oxygen Duration Chart
Refer to the Pilot’s Operating Handbook
(POH), Section 9 for more information about
the oxygen system operation.
LIMITATIONS
Oxygen Pressure Gauge
The oxygen gauge has two colored arcs and
a colored line to indicate oxygen pressure. The
yellow arc indicates from 0 to 300 psi. The
green arc indicates pressure from 1,550 to
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
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 switch and CB panel.
17-4
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
GENERAL ............................................................................................................................ 18-1
Cold Weather Operation ................................................................................................ 18-2
Flight Profiles................................................................................................................ 18-2
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
18-1
Takeoff and Initial Climb....................................................................................... 18-3
18-2
Takeoff—Engine Failure Immediately after Takeoff ............................................. 18-3
18-3
Go-Around (Typical).............................................................................................. 18-4
18-4
Landing Pattern...................................................................................................... 18-5
18-5
Instrument Approach ............................................................................................. 18-6
18-6
Emergency Descent Procedures............................................................................. 18-7
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 18
MANEUVERS AND PROCEDURES
INTRODUCTION
This chapter provides information for performing maneuvers and procedures with the
Cessna Caravan I. 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 prof iles offer outlines on power lever
settings, propeller control settings, flap position, degrees of pitch, rate of climb, airspeed,
trim, torque, weights, traff ic patterns, rate of
descent, and minimum descent altitude (MDA)
or decision height (DH). The prof iles are used
in normal and emergency operating proce-
dures. Actual in-flight procedures may differ
due to aircraft conf iguration, weight, weather,
traff ic, ATC instructions, etc. Procedures are
consistent with the Pilot Operating Handbook
(POH). If a conflict develops between these
procedures and the POH, the POH procedures
must be followed.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
COLD WEATHER OPERATION
Give special consideration to the operation
of the airplane fuel system during the winter
season or prior to any flight in cold temperatures. Proper preflight draining of the fuel
system is especially important and eliminates
any free water accumulation. The use of an additive is required for anti-ice protection. Refer
to Section 8 of the POH for information on the
proper use of additives.
to replace those found in the POH. Consult the
POH prior to and during each flight for detailed
information.
Cold weather often causes conditions that require special care during airplane operations.
Even small accumulations of frost, ice, or
snow must be removed from the wing, tail,
and all control surfaces to assure satisfactory
flight performance and handling. Control surfaces must be free of any internal accumulations of ice or snow.
Use an external preheater to reduce wear and
abuse to the engine and the electrical system.
Preheating lowers the viscosity of the oil
trapped in the oil cooler prior to starting in extremely cold temperatures.
Use an auxiliary power unit (APU) when ambient temperatures are below 0°F (–18°C).
Proper engine warmup assures that oil temperature is in the green arc (10 to 99°) prior to
flight operations.
If snow or slush covers the takeoff surface, allowance must be made for takeoff distances,
which increase as the snow or slush depth increases. The depth and consistency of this
cover can prevent takeoff in many instances.
FLIGHT PROFILES
The following pages depict typical flight and
maneuver prof iles (Figures 18-1 through 186). They are not meant to replace established
procedures but to provide a suggested safe
method for those pilots without established
procedures. The power settings shown are approximate while the airspeeds may be considered to be the minimum recommended. The
distances and speeds shown are not intended
18-2
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CESSNA CARAVAN I PILOT TRAINING MANUAL
AFTER TAKEOFF
OBSTACLES CLEARED:
1. AIRSPEED 85 KIAS—FLAPS 10˚
2. AIRSPEED 95 KIAS—FLAPS 0˚
3. CRUISE CLIMB—110-120 KIAS
ROTATE
1. ROTATE—70-75 KIAS
INITIAL CLIMB
1. CLIMB SPEED—85-95 KIAS
BRAKE RELEASE
1. BRAKES—APPLY
2. POWER—SET FOR TAKEOFF
3. ANNUNCIATORS—CHECK
4. BRAKES—RELEASE
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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
MAXIMUM THRUST
SECONDARY CLIMB
OBSTACLES CLEARED:
1. AIRSPEED 85 KIAS—FLAPS 10˚
2. AIRSPEED 95 KIAS—FLAPS 0˚
3. CRUISE CLIMB CHECKLIST—
COMPLETE
FINAL APPROACH
INITIAL CLIMB
1. BEFORE LANDING CHECKLIST—
COMPLETE
2. LANDING CHECKLIST—
COMPLETE
1. POWER LEVER—ADVANCE FOR
TAKEOFF POWER
2. PITCH—ROTATE NOSE SMOOTHLY
TO 8˚-10˚ NOSE UP
3. WING FLAPS—20˚
4. AIRSPEED—80 KIAS (MIN)
400' AGL (MIN)
"GO-AROUND"
AIRPORT
Figure 18-3. Go-Around (Typical)
18-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
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
3. WING FLAPS—30˚
4. RETARD POWER LEVER TO
IDLE DURING FLARE OR AT
TOUCHDOWN
PATTERN ENTRY
1. BEFORE LANDING CHECKLIST—
COMPLETE
2. WING FLAPS—10˚
3. TORQUE—AS REQUIRED
4. AIRSPEED—120 KIAS OR BELOW
ABEAM LANDING POINT
1. AIRSPEED—100 KIAS
2. TORQUE—AS REQUIRED
3. LANDING CHECKLIST—COMPLETE
FINAL TURN
1. AIRSPEED—90 KIAS
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
3. WING FLAPS—20˚
Figure 18-4. Landing Pattern
FOR TRAINING PURPOSES ONLY
18-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
OUTSIDE IAF
PROCEDURE TURN OUTBOUND
1. BEFORE LANDING
CHECKLIST—COMPLETE
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
PRIOR TO FIX
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
4. LANDING CHECKLIST—COMPLETE
AT THE FINAL FIX
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
LANDING ASSURED AND
LINED UP WITH RUNWAY
1. TORQUE—AS REQUIRED FOR LANDING
2. WING FLAPS—CONSIDERED
3. AIRSPEED—80 KIAS
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
18-6
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
INITIAL
DESCENT
1. ATC TRANSPONDER CODE—7700
2. NOTIFY AIR TRAFFIC CONTROL
3. REQUEST ALTIMETER SETTING
SMOOTH AIR:
1. SEATS, SEAT BELTS, SHOULDER
HARNESSES—SECURE
2. POWER LEVEL—IDLE
3. PROPELLER CONTROL LEVER—MAX
(FULL FORWARD)
4. WING FLAPS—10˚
5. AIRSPEED—175 KIAS
LEVEL-OFF
1. AT 1,000' TO 2,000'
ABOVE DESIRED ALTITUDE,
INITIATE THE LEVEL OFF
PROCEDURES
2. CRUISE CHECKLIST—
COMPLETE (WHEN PILOT
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
FOR TRAINING PURPOSES ONLY
18-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
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.............................................................................................. 19-11
Passenger Seating Configuration ................................................................................ 19-20
Weights ........................................................................................................................ 19-20
Center-of-Gravity Limits............................................................................................. 19-20
Flight Load Factor Limits ........................................................................................... 19-20
Sample Weight and Balance Problems ....................................................................... 19-22
FOR TRAINING PURPOSES ONLY
19-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
19-1
Center-of-Gravity Moment Envelope—208B ....................................................... 19-9
19-2
Center-of-Gravity Limits—208B ........................................................................ 19-10
19-3
Internal Cabin Loading Arrangement.................................................................. 19-12
19-4
Cargo Pod Loading Arrangement........................................................................ 19-12
19-5
Maximum Zone/Compartment Loading and Internal Cabin Dimensions .......... 19-13
19-6
Cargo Partition Net.............................................................................................. 19-15
19-7
Typical Cargo Restraint Methods ........................................................................ 19-16
19-8
Cargo Pod Specifications ................................................................................... 19-17
19-9
Cargo Door Opening Restraining Net ................................................................. 19-18
19-10
Cargo Tiedown Attachments................................................................................ 19-19
19-11
Optional Seating Arrangements (208B Passenger Version)................................ 19-21
TABLES
Table
Title
Page
19-1
Airplane Weight Limitations ................................................................................. 19-2
19-2
Weight and Balance Record (Loading Manifest) .................................................. 19-4
19-3
Weight and Balance Table—208B ......................................................................... 19-5
19-4
Maximum Certified Weights ............................................................................... 19-22
19-5
Standard Airplane Weights .................................................................................. 19-22
19-6
Specific Loading ................................................................................................. 19-22
19-7
Loading Table—208B.......................................................................................... 19-23
19-8
Weight and Balance Computation—208B .......................................................... 19-23
19-9
Revised Weight and Balance Computation—208B............................................. 19-23
19-10
Landing Weight and Balance Computation—208B ............................................ 19-23
FOR TRAINING PURPOSES ONLY
19-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 19
WEIGHT AND BALANCE
INTRODUCTION
This chapter describes the weight and balance information for the Cessna Caravan I.
Information includes common terminology, applicable forms, tables, and graphs used
in determining that the aircraft meets the manufacturer’s weight and center-of-gravity
(CG) limitations. Each section includes a sample of the charts and graphs and their use.
FOR TRAINING PURPOSES ONLY
19-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
distance increases. Climb, cruise, and landing performance are also adversely affected.
DESCRIPTION
This section describes the procedure for ensuring that the aircraft is operated within its
weight and CG limitations. Two methods for
determining weight and balance will be shown:
the Weight and Balance Computation Form
and the Loading Manifest.
In order to achieve the performance and flight
characteristics for the airplane, it must be
flown within the approved weight and CG limits. Although the airplane offers flexibility of
loading, it cannot be flown with normal crew,
full fuel tanks, and both cabin and cargo pod
loading zones f illed to maximum capacity.
The pilot must utilize the loading flexibility
to ensure that the airplane does not exceed its
maximum weight limits and is loaded within
the CG range before takeoff (Table 19-1).
Routinely determine the balance of the airplane since it is possible to be within the maximum weight limits and still exceed the CG
limits. An airplane loading that exceeds the forward CG limit may place heavy loads on the
nosewheel and cause the airplane to be more
diff icult to rotate for takeoff or flare during
landing. If the CG is too far aft, the airplane
may rotate prematurely on takeoff, depending
upon trim settings. A properly loaded airplane
performs as intended. Before the airplane is licensed, a basic empty weight, CG, and moment, are computed. Specif ic information
regarding the weight, arm, moment and installed equipment for a particular airplane as
delivered from the factory can be found in the
plastic envelope in the back of the Pilot
Operating Handbook (POH) for that airplane.
WARNING
Table 19-1. AIRPLANE WEIGHT
LIMITATIONS
208B
Maximum Ramp Weight
8,785
Maximum Takeoff Weight
8,750
Maximum Weight-Icing
8,550
Maximum Landing Weight
8,500
It is the responsibility of the pilot to
ensure that the airplane is loaded
properly. Operations outside of prescribed weight and balance limitations could result in an accident and
serious or fatal injury.
TERMINOLOGY
• Arm—Horizontal distance from the reference datum to the CG of an item.
Weight is important because it is the basis for
many flight and structural characteristics.
Flights at excess weight are possible and
may be within the performance capability
of the airplane, but loads for which the airplane was not designed may be imposed on
the structure, especially during landing. Also,
flight at weights over the maximum takeoff
weight may be a contributing factor in an
accident, especially when combined with
other factors such as temperature, f ield elevations, and runway conditions. As weight
increases, takeoff speed and stall speeds increase. During takeoff, the rate of accelerat i o n d e c r e a s e s a n d t h e r e q u i r e d t a ke o ff
19-2
• Basic empty weight—Standard empty
weight plus the weight of optional
equipment.
• CG—Point at which an airplane balances if suspended. Its distance from
the reference datum is found by dividing the total moment by the total weight
of the airplane.
• CG arm—Arm obtained by adding the
airplane individual moments and dividing the sum by the total weight.
• CG limits—Extreme CG locations
within which the airplane must be operated at a given weight.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
• Mean aerodynamic chord (MAC)—
MAC of a wing is the chord of an imaginary airfoil, which throughout the flight
range has the same force vectors as those
of the wing.
• Maximum landing weight—Maximum
weight approved for the landing touchdown.
• The basic empty weight and moment are
entered from the most current line of
the Weight and Balance Record.
• Record the total amount of fuel in
pounds on the airplane and determine
the moment by reading directly from
Table 19-3.
• Maximum ramp weight—Maximum
weight approved for ground maneuver.
It includes the weight of start, taxi, and
runup fuel.
• List weight of the pilot, flight case, passengers, and cargo (including cargo pod,
if installed). Determine the moment (per
thousand) from Table 19-3 for each
weight.
• Maximum takeoff weight—Maximum
weight approved for the start of the takeoff roll.
• To t a l o f a l l t h e we i g h t s a n d m o ments/1000. This must not exceed the
maximum ramp weight of the aircraft.
• Moment—Product of the weight of an
item multiplied by its arm. (Moment divided by the constant 1000 is used in the
POH to simplify balance calculations
by reducing the number of digits.)
• Allowing 35 pounds of fuel for taxiing,
calculate the weight and balance for
takeoff. This must not exceed the maximum takeoff weight and the moment
m u s t f a l l w i t h i n t h e C G E nv e l o p e
(Figures 19-1 and 19-2).
• Reference Datum—Imaginary vertical
plane 100 inches forward of the front
face of the f irewall.
• Standard empty weight—Weight of a
standard airplane including unusable
fuel, full operating fluids, and full engine oil.
• Station—Location along the airplane
fuselage given in terms of the distance
from the reference datum.
• Tare—Weight of chocks, blocks, stands,
etc. used when weighing an airplane,
and is included in the scale readings.
Tare is deducted from the scale reading
to obtain the actual (net) airplane weight.
WEIGHT AND BALANCE
COMPUTATION FORM
The following information can help the pilot
operate the Cessna 208B within the prescribed
weight and CG limitations when using the
Cessna Weight and Balance Computation form
(Table 19-2).
• Utilizing the appropriate performance
charts from Section 5 of the approved
POH, determine the fuel burn for the proposed trip. Then deduct the weight of fuel
burned from the takeoff weight and moment figures and determine that the landing weight and CG are within limitations.
FUEL WEIGHT AND MOMENT
Information on the fuel Weight and Moment tables in the POH and Table 19-3 are based on average fuel density at a fuel temperature of 60°F.
However, fuel weight increases approximately
0.1 ppg for each 25°F decrease in fuel temperature. Therefore, when environmental conditions are such that the fuel temperature is
different from that shown in the chart headings,
a new fuel weight calculation should be made
using the 0.1 ppg increase in fuel for each 25°F
decrease in fuel temperature. As an example,
on the table for Jet A fuel, the weight is based
on fuel that has an average density of 6.7 ppg.
For the sake of this problem, assume that the
tanks are completely filled and the fuel temperature is at 35°F, which is 25°F below the 60°F
on which the chart is based.
FOR TRAINING PURPOSES ONLY
19-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 19-2. WEIGHT AND BALANCE RECORD (LOADING MANIFEST)
19-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 19-3. WEIGHT AND BALANCE TABLE—208B
FUEL (JET A, JET A-1, JET B, JP-1, AND JP-8 WITH DENSITY OF 6.7 LBS./GAL AT 60°F)
WEIGHT MOMENT/1000
GALLONS (POUNDS) ARM VARIES
5
33
6.8
GALLONS
WEIGHT
(POUNDS)
MOMENT/1000
ARM VARIES
175
1172
239.9
10
67
13.7
180
1206
246.7
15
100
20.6
185
1239
253.5
20
134
27.5
190
1273
260.4
25
167
34.3
195
1306
267.2
30
201
41.2
200
1340
274.0
35
234
48.1
205
1373
280.8
40
268
55.0
210
1407
287.6
45
301
61.8
215
1440
294.4
50
335
68.7
220
1474
301.2
55
368
75.6
225
1507
308.0
60
402
82.5
230
1541
314.8
65
435
89.3
235
1574
321.6
70
469
96.2
240
1608
328.4
75
502
103.1
245
1641
335.2
80
536
109.9
250
1675
342.0
85
569
116.8
255
1708
348.8
90
603
123.6
260
1742
355.6
95
636
130.5
265
1775
362.4
100
670
137.3
270
1809
369.2
105
703
144.2
275
1842
376.0
110
737
151.0
280
1876
382.8
115
770
157.9
285
1909
389.5
120
804
164.7
290
1943
396.3
125
837
171.6
295
1976
403.1
130
871
178.4
300
2010
409.9
135
904
185.3
305
2043
416.7
140
938
192.1
310
2077
423.4
145
971
198.9
315
2110
430.2
150
1005
205.8
320
2144
437.0
155
1038
212.6
325
2177
443.7
160
1072
219.4
327
2189
446.1
165
1105
226.3
330
2211
450.5
170
1139
233.1
332
2224
453.2
FOR TRAINING PURPOSES ONLY
19-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 19-3. WEIGHT AND MOMENT TABLE—208B (Cont)
CREW AND PASSENGERS (INDIVIDUAL/TWO-PLACE COMMUTER SEATING)
PILOT/FRONT
AFT PASSENGER SEATS
PASS. SEATS
WEIGHT
1 AND 2
4 AND 5
3
7 AND 8
6
9 AND 10
11
(POUNDS) ARM=135.5 ARM=173.9 ARM=189.9 ARM=209.9 ARM=225.9 ARM=245.9 ARM=261.9
MOMENT/1000
1
0.1
0.2
0.2
0.2
0.2
0.2
0.3
2
0.3
0.3
0.4
0.4
0.5
0.5
0.5
3
0.4
0.5
0.6
0.6
0.7
0.7
0.8
4
0.5
0.7
0.8
0.8
0.9
1.0
1.0
5
0.7
0.9
0.9
1.0
1.1
1.2
1.3
6
0.8
1.0
1.1
1.3
1.4
1.5
1.6
7
0.9
1.2
1.3
1.5
1.6
1.7
1.8
8
1.1
1.4
1.5
1.7
1.8
2.0
2.1
9
1.2
1.6
1.7
1.9
2.0
2.2
2.4
10
1.4
1.7
1.9
2.1
2.3
2.5
2.6
20
2.7
3.5
3.8
4.2
4.5
4.9
5.2
30
4.1
5.2
5.7
6.3
6.8
7.4
7.9
40
5.4
7.0
7.6
8.4
9.0
9.8
10.5
50
6.8
8.7
9.5
10.5
11.3
12.3
13.1
60
8.1
10.4
11.4
12.6
13.6
14.8
15.7
70
9.4
12.2
13.3
14.7
15.8
17.2
18.3
80
10.8
13.9
15.2
16.8
18.1
19.7
21.0
90
12.2
15.7
17.1
18.9
20.3
22.1
23.6
100
13.6
17.4
19.0
21.0
22.6
24.6
26.2
200
27.1
34.8
38.0
42.0
45.2
49.2
52.4
300
40.6
52.2
57.0
63.0
67.8
73.8
78.6
EXAMPLE:
TO OBTAIN MOMENT FOR A 170 LB PILOT, ADD MOMENTS SHOWN FOR 100 LBS (13.6)
AND 70 LBS (9.4) FOR A TOTAL MOMENT OF 23.0.
19-6
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 19-3. WEIGHT AND MOMENT TABLE—208B (Cont)
CARGO (CABIN LOCATIONS)
WEIGHT
(POUNDS)
ZONE 1
ARM=172.0
ZONE 2
ARM=217.8
ZONE 3
ARM=264.4
ZONE 4
ARM=294.5
ZONE 5
ARM=319.5
ZONE 6
ARM=344.0
MOMENT/1000
1
0.2
0.2
0.3
0.3
0.3
0.3
2
0.3
0.4
0.5
0.6
0.6
0.7
3
0.5
0.7
0.8
0.9
1.0
1.0
4
0.7
0.9
1.1
1.2
1.3
1.4
5
0.9
1.1
1.3
1.5
1.6
1.7
6
1.0
1.3
1.6
1.8
1.9
2.1
7
1.2
1.5
1.8
2.1
2.2
2.4
8
1.4
1.7
2.1
2.4
2.6
2.8
9
1.5
2.0
2.4
2.7
2.9
3.1
10
1.7
2.2
2.6
2.9
3.2
3.4
20
3.4
4.4
5.3
5.9
6.4
6.9
30
5.2
6.5
7.9
8.8
9.6
10.3
40
6.9
8.7
10.6
11.8
12.8
13.8
50
8.6
10.9
13.2
14.7
16.0
17.2
60
10.3
13.1
15.9
17.7
19.2
20.6
70
12.0
15.2
18.5
20.6
22.4
24.1
80
13.8
17.4
21.2
23.6
25.6
27.5
90
15.5
19.6
23.8
26.5
28.8
31.0
100
17.2
21.8
26.
29.5
32.0
34.4
200
34.4
43.6
52.9
58.9
63.9
68.8
300
51.6
65.3
79.3
88.4
95.9
103.2
400
68.8
87.1
105.8
117.8
127.8
500
86.0
108.9
132.2
147.3
159.8
600
103.2
130.7
158.6
176.7
191.7
700
120.4
152.5
185.1
206.2
223.7
800
137.6
174.2
211.5
235.6
255.6
900
154.8
196.0
238.0
265.1
287.6
1000
172.0
217.8
264.4
294.5
319.5
2000
435.6
3000
653.4
EXAMPLE:
TO OBTAIN MOMENT FOR 350 LBS OF CARGO IN ZONE 1, ADD THE MOMENTS SHOWN
IN ZONE 1 FOR 300 LBS (51.6) AND 50 LBS (8.6) FOR A TOTAL MOMENT OF 60.2.
FOR TRAINING PURPOSES ONLY
19-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 19-3. WEIGHT AND MOMENT TABLE—208B (Cont)
CARGO (CARGO POD LOCATIONS)
WEIGHT
(POUNDS)
ZONE A
ARM=132.4
ZONE B
ARM=182.1
ZONE C
ARM=233.4
ZONE D
ARM=287.6
MOMENT/1000
1
2
3
4
5
6
7
8
9
10
20
30
40
50
60
70
80
90
100
200
300
0.1
0.3
0.4
0.5
0.7
0.8
0.9
1.1
1.2
1.3
2.6
4.0
5.3
6.6
7.9
9.3
10.6
11.9
13.2
26.5
0.2
0.4
0.5
0.7
0.9
1.1
1.3
1.5
1.6
1.8
3.6
5.5
7.3
9.1
10.9
12.7
14.6
16.4
18.2
36.4
54.6
0.2
0.5
0.7
0.9
1.2
1.4
1.6
1.9
2.1
2.3
4.7
7.0
9.3
11.7
14.0
16.3
18.7
21.0
23.3
46.7
0.3
0.6
0.9
1.2
1.4
1.7
2.0
2.3
2.6
2.9
5.8
8.6
11.5
14.4
17.3
20.1
23.0
25.9
28.8
57.5
EXAMPLE:
TO OBTAIN MOMENT FOR 48 LBS OF CARGO IN ZONE A, ADD THE MOMENTS SHOWN
IN ZONE A FOR 40 LBS (5.3) AND 8 LBS (1.1) FOR A TOTAL MOMENT OF 6.4.
In order to calculate the increase in fuel weight,
the following procedure must be used.
• With a full load of 332 gallons, the chart
indicates a weight of 2,224 pounds. To
find the actual weight at a fuel temperature of 35°F, use the following formula:
Revised fuel
weight
= 332 (6.7 0.1 lb/gal)
= 332 6.8 lb/gal
= 2,257.6 lb
• The resulting fuel weight increase due
to lower fuel temperature is 33.6 pounds
over the 2,224 pounds shown on the
chart, which might be signif icant in an
actual loading situation.
19-8
• Next, calculate the revised fuel moment.
The revised fuel moment is in direct
proportion to the revised fuel weight.
X (revised weight)
=
2,257.6
(revised weight)
453.3
(average moment)
2,224
(average weight)
X = (432.3 2257.6)
X = 460.1
divided by 2,224
• A value of 460 is the moment/1000 of the
fuel load. Enter this figure on the appropriate line of the Weight and Balance
Computation Form or Loading Manifest.
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 19-1. Center-of-Gravity Moment Envelope—208B
FOR TRAINING PURPOSES ONLY
19-9
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 19-2. Center-of-Gravity Limits—208B
19-10
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
BAGGAGE/CARGO LOADING
To facilitate the carrying of large or bulky
items, a large cargo area is behind a barrier and
is divided into six loading zones having a total
volume of 340 cubic feet (Figures 19-3 and 194). The cargo can be loaded through a large,
almost square, two-piece cargo door. The floor
from the front of zone 1 at station 155.4 to the
back of zone 5 at station 332 (aft side of cargo
door) is flat and has a 200 pound per square
foot allowable loading. In zone 6 between stations 332 and 356, additional cargo space with
a capacity of 320 pounds is on a raised floorboard approximately 5 inches above the main
floorboard. Plywood flooring is in the cargo
area for ease of loading and distribution of concentrated loads. From station 158 aft to the
raised cargo floor, tracks receive quick-release tiedown fasteners, which can be snapped
into the tracks at intervals of 1 inch. The raised
cargo floor contains eight anchor plates to
which quick-release tiedown fittings can be attached. Rope, cable, or other f ittings used for
tiedowns should be rated at a minimum of
2,100 pounds. Maximum allowable cargo loads
are determined by the individual zone weight
limitations and by airplane weight and CG
limitations. The number of tiedowns required
is dependent on the load to be secured.
Exercise caution while loading or unloading
heavy cargo through the cargo doors. An ideal
loading in every other respect can still cause
tail tipping and structural damage if proper
weight distribution is ignored. For example,
heavy cargo loaded through the doors and
placed momentarily in zones 4 and 5, plus the
weight of personnel required to move it to a
forward zone, could cause an out-of-balance
condition during loading.
Loading Zones
The sidewalls in the cargo area are marked
with vertical lines to facilitate the identif ication of the six loading zones. Markings on the
sidewalls between the lines identify each zone
by number and display the maximum load that
can be carried within the zones. Refer to the
table in Figure 19-5 for maximum zone weight
limits. The maximum load values marked in
each zone are predicated on all cargo being tied
down within the zones.
A horizontal line, labeled “75%,” is prominently
marked along each sidewall as a loading reference. As indicated on a placard on the lower
cargo door, zones forward of the last loaded
zones must be at least 75% full by volume.
Whenever possible, load each zone to its maximum available volume prior to loading the next
zone. An additional placard on the right sidewall between zones 5 and 6 cautions that if the
load in zones 5 exceeds 400 pounds, a cargo partition net (if available) is required aft of the
load or the load must be secured to the floor.
Cargo Nets
A cargo barrier and three barrier nets are directly behind the pilot and front passenger
seats (Figure 19-5). The barrier and nets preclude loose cargo from moving forward into
the pilot and front passenger stations during
an abrupt deceleration. The barrier consists
of a U-shaped assembly of honeycomb composite construction. The assembly attaches
to the four pilot and front passenger seat
rails at the bottom at station 153 and to the
cabin top structure at approximately station
166. The cargo barrier nets consist of three
nets: one for the left sidewall, one for the
right sidewall, and one for the center. The left
and right nets f ill in the space between the
barrier assembly and the airplane sidewalls.
The side nets are fastened to the airplane
sidewalls and the edge of the barrier with six
quick release fasteners each, three on each
side. The center net f ills in the opening in the
top center of the barrier. The center net is fastened with four fasteners, two on each side.
Horizontal lines, labeled “75%,” are marked
on the aft side of the cargo barrier. Placards
above the horizontal lines caution that the
maximum allowable load behind the barrier
is 2,900 pounds for the 208 and 3,400 pounds
for the 208B. Also, the zones forward of the
last zone must be at least 75% full by volume.
The load must be tied down if the zones are
FOR TRAINING PURPOSES ONLY
19-11
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 19-3. Internal Cabin Loading Arrangement
100
* 132.4
C.G. ARM
STATION (C.G. ARM)
ZONE
A
ZONE
A
* 182.1
B
* 233.4
C
100
ZONE
B
154.75
ZONE
C
209.35
ZONE
D
257.35
332
* 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 19-4. Cargo Pod Loading Arrangement
19-12
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 19-5. Maximum Zone/Compartment Loading and Internal Cabin Dimensions
FOR TRAINING PURPOSES ONLY
19-13
CESSNA CARAVAN I PILOT TRAINING MANUAL
not at least 75% full. Refer to Table 19-4 for
maximum zone loadings.
CAUTION
The cargo barrier and its attached
nets provide cargo forward crash
load restraint and protection of the
pilot and front passenger; however,
the cargo must still be secured to
prevent it from shifting due to takeoff, flight, landing, and taxi accelerations and decelerations.
Ensure that the barrier net fasteners
are secured for takeoff, landing, and
in-flight operations, and are momentarily detached only for movement of
the nets for loading and unloading of
the items through the crew area.
Cargo partition nets are available and can be
installed to divide the cargo area into convenient compartments. Partitions may be installed
in f ive locations. There are three partition nets
for the 208 that may be installed at stations
181.5, 208, 234, 259, and 284. For the 208B,
the nets can be installed at stations 288.7,
246.8, 282.0, 307.0, and 332.0. The cargo partitions are constructed of canvas with nylon
webbing reinforcement straps crisscrossing at
the partition for added strength. The ends of the
straps have quick-release fasteners, which attach to the floor tracks, two floor-mounted anchor plates just forward of the raised cargo
floor, and other anchor plates on the sidewalls
and ceiling. Four straps have adjustable buckles for tightening the straps during installation
of the partition (Figure 19-6).
• The maximum cargo partition load is the
sum of any two zones. No more than two
adjacent zones can be divided by one partition. The partitions are designed to prevent the cargo from shifting forward and
aft in flight; they should not be considered
adequate to withstand crash loads and do
not replace the need for a cargo barrier.
The airplane may be equipped with a cargo pod.
The 208 cargo pod had three compartments
identified as zones A, B, and C. It has a maximum weight of 820 pounds. The 208B cargo pod
has four compartments identified as A, B, C, and
D and has a maximum weight of 1,090 pounds
(Figure 19-8).
The zones in the cargo pod are separated by
bulkheads. The cargo pod floor has a maximum floor loading of 30 pounds per square
inch foot. Each compartment has a loading
door on the left side of the pod. The doors are
hinged at the bottom, and each has two latches.
When the latch handles are rotated to the horizontal position with the doors closed, the
doors are secure.
Cargo Restraints
Zones
A restraining net is available and can be installed on the inside of the airplane over the
cargo door opening. The restraining net precludes loose articles from falling out of the
cargo door when the doors are opened. The restraining net consists of two halves, which part
in the center of the door opening. The front and
rear halves slide fore and aft, respectively, on
a rod to open the net. The net is attached to the
sidewall by screws and nutplates along the
front and rear edges of the net. When the net
is closed, the two halves are held together by
snap-type fasteners (Figure 19-9).
Zones divided by cargo partitions can be loaded
without additional tiedowns, provided a total
loaded density for each partitioned zone does
not exceed 7.9 pounds per cubic foot and the
zone is more than 75% full. Cargo loading that
does not meet these requirements must be secured to the cabin floor (Figure 19-7).
Cargo restraint requires the prevention of
movement in f ive principal directions: forward, aft, upward (vertical), left, and right.
These movements are the result of forces exerted upon the cargo due to acceleration or deceleration of the air plane in takeoffs and
landings as well as forces due to air turbulence
19-14
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
SIDEWALL AND CEILING ANCHOR PLATE (TYPICAL)
QUICK-RELEASE FASTENER
PARTITION REINFORCEMENT
CARGO PARTITION NETS
(TYPICAL)
ADJUSTABLE BUCKLE
STA.
246.8
STA.
188.7
STA.
282
STA.
307
STA.
332
QUICK-RELEASE
FASTNER
FLOOR-MOUNTED ANCHOR
ANCHOR PLATE FORWARD
OF RAISED CARGO FLOOR
PARTITION
REINFORCEMENT
QUICK-RELEASE
FASTNER
FLOOR
TRACK
SECTION
(TYPICAL)
NOTES:
1. PARTITION NETS ARE AVAILABLE FOR INSTALLATION AT
STATION 188.7, 246.8, 282.0, 307.0 AND 332.0.
2. IF PARTITION IS USED, THEY MUST BE IN CONJUNCTION WITH
THE CARGO BARRIER. SINCE PARTITION ARE NOT DESIGNED
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
AND LANDING BY ANY TWO (2) ZONES FORWARD OR AFT OF
THE PARTITION. USE OF THE PARTITION WILL ALLOW
LOADING OF THE ZONES WITHOUT TYING DOWN THE
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 19-6. Cargo Partition Net
FOR TRAINING PURPOSES ONLY
19-15
CESSNA CARAVAN I PILOT TRAINING MANUAL
CARGO IMPROPERLY TIED–
SHIFTS OCCUR
CARGO PROPERLY TIED–
NO SHIFTS OCCUR
MULTIPLE FORCES SECURED BY FEWER STRAPS
UPWARD CARGO RESTRAINT
CYLINDRICAL CARGO TIE DOWN
PROPER TIE-DOWN FOR ALL FORCES
Figure 19-7. Typical Cargo Restraint Methods
in flight. Correct restraint provides the proper
relationship among airplane conf iguration
(with or without the barrier), weight of the
cargo, and the restraint required. Restraint is
required for flight, landing, and taxi loads,
and for crash loads.
Cargo must be tied down for flight, landing,
and taxi load restraint, and/or crash load restraint. Figure 19-10 illustrates the use of
cargo tiedown attachments. Also, the cargo
partition nets can divide the cabin cargo area
into compartments. If the partitions are used,
they must be used in conjunction with the
cargo barrier. Since partitions are not designated to withstand crash loads, they cannot be
considered as a replacement for the barrier.
Each partition withstands the forward and aft
operational loads applied during takeoff, flight,
and landing by any two zones forward or aft
of the partition. Use of the partitions allows
loading of the zones without tying down cargo
if the load density is no more than 7.9 pounds
per cubic foot and the zone is more than 75%
full. Cargo loading that does not meet these
19-16
requirements must be secured to the cabin
floor. Refer to Figure 19-7 for diagrams of
typical cargo tiedown methods for prevention
of movement.
Regardless of cargo location, items of a piercing or penetrating nature shall be located so
other cargo is loaded between the barrier/nets,
partitions, and rear wall and the piercing or
penetration items to provide a buffer. The density of this cargo shall be suff icient to restrain
the piercing or penetrating items from passing through the barrier/nets, partitions, and
rear wall under critical emergency landing
conditions. If the condition cannot be complied
with, the piercing or penetrating items shall
be tied down.
Special protection of the airplane and training of personnel are key considerations in
conducting approved transportation of hazardous materials.
Protection against hazardous materials has
been provided in the fuselage bilge area under
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CARGO POD HEIGHT MEASUREMENT
FORWARD
DOOR
FORWARD
CENTER DOOR
AFT
CENTER DOOR
AFT
DOOR
7 1/4"
19 1/2"
STATION
100
19 1/2"
154.75
19 1/2"
209.35
19 1/2" 14"
257.35
332
DOOR OPENING DIMENSIONS
NOTES:
1. HEIGHT DIMENSIONS ARE
APPROXIMATE AND MEASURED AT
FUSELAGE STATON SHOWN FROM
BOTTOM OF FUSELAGE TO INSIDE
FLOOR.
2. WIDTH DIMENSIONS ARE
APPROXIMATE AND MEASURED AT
FUSELAGE STATION SHOWN AND
ON WATERLINE 68.00 INSIDE POD.
WIDTH
HEIGHT
(FRONT)
HEIGHT
(MID)
HEIGHT
(REAR)
FORWARD DOOR
27 1/2"
---
14 1/2"
---
FWD. CTR. DOOR
30 1/2"
---
15 1/4"
---
AFT CTR. DOOR
27 1/2"
---
14 1/2"
---
AFT DOOR
30 1/2"
13 1/2"
---
8 1/2"
CARGO POD WIDTH MEASUREMENTS
COMPARTMENT BULKHEADS
44''
51''
120 140
100
COMPARTMENT BULKHEADS
50''
49''
160 180 200 220 240
154.75
209.35
47'' 44 3/4''
260 280 300 320 340 360
257.35
332
CARGO POD DOOR MARKINGS
FWD. COMPARTMENT
MAX. WEIGHT 230 LBS.
CTR. COMPARTMENT - FWD
MAX. WEIGHT 310 LBS.
CTR. COMPARTMENT - AFT
MAX. WEIGHT 270 LBS.
AFT COMPARTMENT
MAX. WEIGHT 280 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
NO SHARP EDGES
NO SHARP EDGES
NO SHARP EDGES
Figure 19-8. Cargo Pod Specifications
FOR TRAINING PURPOSES ONLY
19-17
CESSNA CARAVAN I PILOT TRAINING MANUAL
NOTES:
1. RESTRAINING NET INSTALLED INSIDE OF
AIRPLANE OVER CARGO DOOR OPENING.
2. NET HALVES SHOULD 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
FASTNER
(TYPICAL)
Figure 19-9. Cargo Door Opening Restraining Net
19-18
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 19-10. Cargo Tiedown Attachments
FOR TRAINING PURPOSES ONLY
19-19
CESSNA CARAVAN I PILOT TRAINING MANUAL
the cargo compartment from stations 168 to
356. These materials may be carried in any location within this area.
In addition to the pilot-in-command and
flight crewmember (if used), other personnel, such as the cargo receiving and loading
personnel, should be properly trained concerning the acceptance, handling, storage,
loading, and unloading of hazardous materials if these materials are to be car ried.
Information and regulations pertaining to
the air transportation of hazardous materia l s i s o u t l i n e d i n t h e C o d e o f Fe d e r a l
R eg u l a t i o n s ( C F R ) Ti t l e 4 9 a n d t h e
International Civil Aviation Organization
(ICAO) Technical Instructions for the Safe
Tr a n s p o r t o f D a n g e r o u s G o o d s by A i r.
Additional details on training subject matter, location references for this information,
and some general guidelines important to
safe carriage of hazardous materials are included in the Cargo Loading Manual for this
airplane.
CENTER-OF-GRAVITY LIMITS
Models 208 and 208 Cargo
Master
Center of gravity range:
• Mean aerodynamic chord (MAC)—The
leading edge of the MAC is 157.57
inches aft of the datum. The MAC length
is 66.40 inches.
• Forward—162.41 inches (7.29% MAC)
aft of datum at 4,200 pounds or less with
straight line variations to 174.06 inches
(24.83% MAC) aft of datum at 8,000
pounds.
• Aft—184.25 inches (40.33% MAC) aft of
datum at all weights up to 8,000 pounds.
• Reference datum—100 inches forward
of front face of f irewall.
Model 208B and 208B Super
Cargo Master
Center of gravity range:
PASSENGER SEATING
CONFIGURATION
The 208 and 208B offers flexibility in seat
arrangements. The 208 may be equipped with
either a 10-place commuter or utility seating.
The 208B may be conf igured with a 10-place
individual seating arrangement with commuter or utility seats, or an 11-place single/2place seating (Figure 19-11).
WEIGHTS
Maximum Certified Weights
Refer to Table 19-4.
• Mean aerodynamic chord (MAC)—The
leading edge of the MAC is 177.57
inches aft of the datum. The MAC length
is 66.40 inches.
• Forward—179.60 inches (3.06% MAC)
aft of datum at 5,500 pounds or less,
with straight line variation to 193.37
inches (23.80% MAC) aft of datum at
8,000 pounds and straight line variation
to 199.15 inches (32.50% MAC) aft of
datum at 8,750 pounds).
• Aft—204.35 inches (40.33% MAC) aft
of datum at all weights up to 8,750
pounds.
• Reference datum—100 inches forward
of front face of f irewall.
Standard Airplane Weights
Refer to Table 19-5.
Specific Loading
Refer to Table 19-6
19-20
FLIGHT LOAD FACTOR LIMITS
Flight load factors:
• Flaps up ........................ +3.8 g, –1.52 g
• Flaps down (all settings) ........... +2.4 g
FOR TRAINING PURPOSES ONLY
AFT PASSENGER
SEAT LOCATION CODE
SEATING POSITIONS
PILOT =
PASSENGERS =
1
LOCATION OF SEAT FRONT LEG
PLUNGERS ON SEAT RAILS FOR
STANDARD PLACEMENT
2 THRU 11
C.G. ARM
C.G. ARM
C.G. ARM
100
100
100
100
FOR TRAINING PURPOSES ONLY
* 135.5
(133.5 - 146.5)
1
* 135.5
(133.5 - 146.5)
2
1
* 135.5
(133.5 - 146.5)
2
1
CESSNA CARAVAN I PILOT TRAINING MANUAL
C.G. ARM
2
163.5
173.9
189.9
** 344.0
173.9
3
4
170.5
1
1
7
8
209.9
5
6
206.5
1
1
9
10
245.9
7
8
242.5
1
1
281.9
9
10
278.5
1
1
179.5
199.5
215.5
6
235.5
245.9
261.9
5
3
209.9
225.5
4
251.1
11
271.5
ZONE
6
10 OR 11-PLACE SEATING
(COMMUTER)
** 344.0
ZONE
6
10-PLACE SEATING
(COMMUTER)
** 344.0
ZONE
6
10-PLACE SEATING
(UTILITY)
19-21
Figure 19-11. Optional Seating Arrangements (208B Passenger Version)
ZONE
6
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 19-4. MAXIMUM CERTIFIED WEIGHTS
208 AND 208
CARGO MASTER
208B AND 208B
SUPER CARGO MASTER
RAMP
8,035 lb
8,785 lb
TAKEOFF
8,000 lb
8,750 lb
LANDING
7,800 lb
8,500 lb
KNOWN ICING OPERATION WEIGHT—PT6A-114
8,000 lb
8,000 lb
KNOWN ICING WITH POD AND -114A ENGINE
KNOWN ICING WITHOUT POD WITH 114A ENGINE
8,550 lb
8,750 lb
Table 19-5. STANDARD AIRPLANE WEIGHTS
208
208 CARGO MASTER
208B AND 208B
SUPER CARGO MASTER
STANDARD EMPTY WEIGHT
3,835 lb
4,235 lb
4,570 lb
MAXIMUM USEFUL LOAD
4,200 lb
3,782 lb
4,215 lb
Table 19-6. SPECIFIC LOADING
208 AND 208 CARGO MASTER
208B AND 208B SUPER
CARGO MASTER
28.6 LB./SQ. FT.
31.3 LB./SQ. FT.
13.3 LB/SHP.
14.6 LB./SHP.
WING LOADING
POWER LOADING
NOTE
The design load factors are 150% of
the above. In all cases, the structure
meets or exceeds design loads.
SAMPLE WEIGHT AND
BALANCE PROBLEMS
A sample weight and balance is used for the
208B. The flight is a continuation of the perform-
19-22
ance problem earlier in this chapter. In the first
problem, the 208B is equipped with a cargo pod
and is loaded according to Table 19-7.
The 208B sample problem is also a continuation of the earlier performance problem. The
airplane is equipped with a cargo pod and is
loaded according to Table 19-7.
By referring to the weight and moment charts
(see POH) and entering the appropriate moment on the Weight and Balance Computation
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 19-7. LOADING TABLE—208B
Table 19-8. WEIGHT AND BALANCE
COMPUTATION—208B
208B
ITEM
PILOT AND FRONT PASSENGER
PASSENGER 3
PASSENGERS 4 AND 5
PASSENGER 6
PASSENGER 7 AND 8
PASSENGER 9 AND 10
PASSENGER 11
CABIN ZONE 6
CARGO POD ZONE A
CARGO POD ZONE B
CARGO POD ZONE C
CARGO POD ZONE D
FUEL WEIGHT
208B
WEIGHT
400
200
400
200
400
400
200
320
230
202
200
200
858
Form, the aircraft weight and CG can be determined. This would be as follows:
ITEM
AIRCRAFT EMPTY WEIGHT
FUEL LOAD
PILOT AND FRONT PASSENGER
PASSENGER 3
PASSENGERS 4 AND 4
PASSENGER 6
PASSENGERS 7 AND 8
PASSENGERS 9 AND 10
PASSENGER 11
CARGO ZONE 6
CARGO POD ZONE A
CARGO POD ZONE B
CARGO POD ZONE C
CARGO POD ZONE D
RAMP WEIGHT
TAXI FUEL
TAKEOFF WEIGHT
• B y ex a m i n i n g t h e C G E nve l o p e i n
Figures 19-1 and 19-2, the sample loading in Table 19-8 for the 208B falls outside of the approved flight envelope.
Therefore, weight will have to be moved
from Cargo Pod Zone A to Pod Zones B
and C in order to shift the CG Since no
weight is removed or added to the airplane, the correct method is to compute
the difference in the moments of the
weights when the cargo is moved to a different zone. Also, due to the maximum
weight limitations for Zones B and C,
only 150 pounds can be removed from
Zone A (70 pounds in Zone B, and 80
pounds in zone C) (Table 19-9).
TAKEOFF MOMENT
REMOVAL OF 150 LBS IN ZONE A
ADDITION OF 70 LBS IN ZONE B
ADDITION OF 80 LBS IN ZONE C
REVISED TAKEOFF MOMENT
• When the CG envelope is consulted, this
revised moment at the 8,750 pounds
takeoff weight falls within the envelope,
thus the airplane is legal for takeoff.
TAKEOFF WEIGHT
FUEL USED DURING FLIGHT
LANDING WEIGHT
WT
MOM/100
4575
858
400
200
400
200
400
400
200
320
230
202
200
200
8785
–35
8750
846.5
178.4
54.2
19.0
69.6
45.2
84.0
98.4
52.4
110.1
30.5
36.8
46.7
57.5
1729.3
–7.2
1722.1
Table 19-9. REVISED WEIGHT AND
BALANCE COMPUTATION—
208B
1722.1
–19.8
16.3
23.0
1741.6
Table 19-10. LANDING WEIGHT AND
BALANCE
COMPUTATION—208B
208B
8750
–306
8444
1722.1
61.8
1679.8
• A landing weight and balance is computed in Table 19-10. The fuel used must
be subtracted from the weight of the
aircraft along with the moment of the
fuel burned.
By examining the weight and balance chart, the
intersection between weight and moment axis
would show that the landing weight and moment
is within the CG envelope.
FOR TRAINING PURPOSES ONLY
19-23
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 20-1
DESCRIPTION..................................................................................................................... 20-2
Terminology................................................................................................................... 20-2
Sample Performance Problem ....................................................................................... 20-6
Takeoff Distance............................................................................................................ 20-6
Cruise............................................................................................................................. 20-6
Landing Distance ........................................................................................................ 20-12
FOR TRAINING PURPOSES ONLY
20-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
20-1
Temperature Conversion Chart .............................................................................. 20-3
20-2
ISA Conversion and Operating Temperature Limits ............................................. 20-4
20-3
Engine Torque for Takeoff ..................................................................................... 20-5
20-4
Wind Correction Chart .......................................................................................... 20-7
20-5
Cruise Performance—208B Notes ........................................................................ 20-9
TABLES
Table
Title
Page
20-1
Takeoff Distance Chart .......................................................................................... 20-6
20-2
Takeoff Distance Calculation................................................................................. 20-7
20-3
Cruise Performance—Pressure Altitude 12,000 Feet ............................................ 20-8
20-4
Cruise-Torque, Fuel Flow, and True Airspeed Calculation ................................... 20-9
20-6
Cruise Performance—Pressure Altitude 8,000 Feet............................................ 20-11
20-5
Time, Fuel, and Distance to Climb ..................................................................... 20-10
20-7
Time, Fuel, and Distance to Descend—208B ..................................................... 20-10
20-8
Time, Fuel, and Distance—208B ........................................................................ 20-12
20-9
Landing Distance—208B .................................................................................... 20-13
20-10
Landing Distance................................................................................................. 20-13
20-11
Landing Distance—Zero Flap ............................................................................. 20-14
20-12
Distance at Alternate With Headwind ................................................................. 20-14
20-13
Distance—Zero Flap at Alternate With Tailwind ................................................ 20-14
FOR TRAINING PURPOSES ONLY
20-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
INTRODUCTION
This chapter describes flight planning and performance for the Cessna Caravan I.
Information includes how to use the charts and graphs to determine how the aircraft performs under given conditions. Sample charts and graphs and their use are included. A
complete flight planning example is discussed for both types of passenger versions (208
Caravan and 208B Grand Caravan).
FOR TRAINING PURPOSES ONLY
20-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
DESCRIPTION
Performance data charts in this chapter are presented so that a pilot knows what to expect from
the airplane under various conditions, and also
to facilitate the planning of flights in detail and
with reasonable accuracy. The data in the charts
has been computed from actual flight tests with
the airplane and engine in good condition and
using averaging piloting techniques.
WARNING
To ensure that performance in this
section can be duplicated, the airplane and engine must be maintained in good condition. Pilot
prof iciency and proper preflight
planning using data necessary for all
flight phases are also required to
ensure expected performance with
ample margins of safety.
It should be noted that the performance information presented in the range and endurance
prof ile charts allows for 45 minutes of reserve
fuel at the specif ied cruise power and altitude.
Some indeterminate variables, such as engine
and propeller condition and air turbulence,
may account for variations of 10% or more in
range and endurance. Therefore, it is important
to use all available information to estimate the
fuel required for the particular flight.
Notes have been provided on various graphs
and tables to approximate performance with
the inertial separator in BYPASS and/or cabin
heat ON. The effect varies, depending upon airspeed, temperature, and altitude. At lower altitudes, where operation on the torque limit is
possible, the effect of the inertial separator is
less depending upon how much power can be
recovered after the separator vanes have been
extended. In some cases, performance charts
include data for temperatures that are outside
of the operating limits. This data has been included to aid in interpolation.
Performance data is presented in tabular or
graphic form to illustrate the effect of different variables. Suff iciently detailed inform a t i o n i s p r ov i d e d i n t h e t a bl e s s o t h a t
conservative values can be selected and used
to determine the particular performance f igure with reasonable accuracy.
The approximation method of solving for data
is the easiest and perhaps most frequently used
method. The concept is to merely round all
variables to the next highest increment (e.g.,
weight, altitude, temperature, etc.). This naturally yields a conservative value, allowing for
deficiencies of equipment, pilot prof iciency,
and changes in atmospheric conditions.
Special emphasis should be made for the ISA
Conversion and Operating Temperature Limits
and Engine Torque for Takeoff charts. These
charts may not be familiar to the pilot and can
be initially confusing. These are charts in
which the numbers must be known before takeoff. The numbers for the ISA Conversion and
Operating Temperature Limits chart can and
should be verif ied before starting the aircraft.
When using the Engine Torque for Takeoff
chart, the pilot may determine the torque required for takeoff. Once this number is determined, the pilot must verify that, before liftoff,
the aircraft engine is producing at least the
specif ied amount of torque while not exceeding maximum power limits (e.g., 805°C ITT
or 101.6% N g ) (Figures 20-2 and 20-3).
TERMINOLOGY
Demonstrated crosswind velocity is the velocity of the crosswing component for which adequate control of the airplane during takeoff
and landing was actually demonstrated during
certification tests. The value shown is not considered to be limiting:
• G—The acceleration due to gravity
• Pounds per hour (PPH)—The amount
of fuel used per hour in pounds
• Unusable fuel—The quantity of fuel that
cannot be safely used in flight
• Usable fuel—The fuel available for
flight planning
20-2
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 20-1. Temperature Conversion Chart
FOR TRAINING PURPOSES ONLY
20-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 20-2. ISA Conversion and Operating Temperature Limits
20-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Figure 20-3. Engine Torque for Takeoff
FOR TRAINING PURPOSES ONLY
20-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
SAMPLE PERFORMANCE
PROBLEM
A sample performance problem is used for the
Cessna 208B. The airplane is at its maximum
takeoff weight with the cargo pod installed:
• D e p a r t u r e — D e nv e r I n t e r n a t i o n a l
Airport, Denver, Colo.
• Destination—Goodland Municipal,
Goodland, Kan.
• Alternate—Garden City, Kan.
TAKEOFF DISTANCE
• Denver Field ....... Elevation 5,333 feet
• Temperature .................................. –2°C
• Takeoff runway ............................... 35R
• Wind .............................. 350°, 15 knots
The Takeoff Distance chart should be consulted
(Table 20-1), keeping in mind that the distances
shown are based on the short-field technique.
Conservative distances can be established by
reading the chart at the next higher value of
weight, altitude, and temperature. For example, in this particular sample problem, the
takeoff distance would result in the calculations shown in Table 20-2 and Figure 20-4.
CRUISE
The cruising altitude should be selected based
on a consideration of trip length, winds aloft,
and airplane performance. A cruising altitude
and the expected wind enroute have been given
for this sample problem. However, the power setting selection for cruise must be determined
based on several considerations. These include
the cruise performance characteristics presented
in the Cruise Performance charts (Table 20-3).
The conditions that the performance charts are
Table 20-1. TAKEOFF DISTANCE CHART
20-6
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 20-2. TAKEOFF DISTANCE CALCULATION
208B
Ground Roll
1,890
Correction for Wind (10%)
–189
Corrected Ground Roll Distance
1,701
Takeoff Distance Over a 50-Foot Obstacle
3,325
Correction for Wind (10%)
–332
Corrected Takeoff Distance Over a 50-Foot Obstacle
2,993
Figure 20-4. Wind Correction Chart
FOR TRAINING PURPOSES ONLY
20-7
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 20-3. CRUISE PERFORMANCE—PRESSURE ALTITUDE 12,000 FEET
20-8
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
based on and allowances for items such as inertial separator in BYPASS and cabin heat ON
can be found in the Cruise Performance Notes
chart (Figure 20-5):
• Cruise conditions .............. 11,000 feet
altitude
• Temperature ................................ –16°C
Table 20-4. CRUISE-TORQUE, FUEL
FLOW, AND TRUE
AIRSPEED CALCULATION
208B
Torque (Ft-Lbs)
1,702
Correction for Inertial Separator in Bypass
–100
The Cruise Performance chart for 12,000foot pressure altitude (see Table 20-3) is entered using –20°C temperatures. These values
most nearly correspond to the planned altitude and expected temperature conditions.
The torque setting for maximum cruise power
at 1,900 rpm is used.
Correction for Cabin Heat On
–80
Corrected Maximum Cruise
Torque Power Setting
1,522
When at the desired cruise altitude, and conditions require the use of cabin heat ON or the
inertial separator in BYPASS, then corrections
are occasionally required to allow for the operation of these items. In the example, it can be
assumed that cabin heat is ON and the inertial
separator is in BYPASS. The use of these items
when operating below the torque limit requires
that maximum allowable torque be decreased
from the stated figure and the fuel flow risen
slightly (Table 20-4).
Fuel Required
The total fuel requirement for the flight may
be estimated using the performance informa-
Fuel Flow at Maximum Cruise Power
343
Correction for Inertial Separator in Bypass
+15
Correction for Cabin Heat On
+7
Corrected Fuel Flow at Maximum
Cruise Power
365
True Airspeed
166
tion in the Time, Fuel, and Distance to Climb
chart (Table 20-5), Cruise Performance chart
(Tables 20-3 and 20-6), and Time, Fuel, and
Distance to Descend chart (Table 20-7) or in
the Fuel and Time Required charts. The Fuel
and Time Required charts provide the desired
information for most flight planning purposes.
This example uses the longer, more detailed
method. For both aircraft, the example f irst
computes the time, fuel, and distance to climb
and descend. The remaining distance is used
CRUISE PERFORMANCE (CARGO POD INSTALLED)
NOTES
THE FOLLOWING GENERAL INFORMATION IS APPLICABLE TO ALL CRUISE PERFORMANCE CHARTS CONTAINED IN FIGURES
20-4 AND 20-7.
1. THE HIGHEST TORQUE SHOWN FOR EACH TEMPERATURE AND RPM CORRESPONDS TO MAXIMUM ALLOWABLE
CRUISE POWER. DO NOT EXCEED THIS TORQUE, 740°C ITT, OR 101.6% NG, WHICHEVER OCCURS FIRST.
2. THE LOWEST TORQUE SHOWN FOR EACH TEMPERATURE AND RPM CORRESPONDS TO THE RECOMMENDED
TORQUE SETTING FOR BEST RANGE IN ZERO WIND CONDITIONS.
3. WITH THE INERTIAL SEPARATOR IN BYPASS AND POWER SET BELOW THE TORQUE LIMIT (1,865 FOOT-POUNDS),
DECREASE THE MAXIMUM CRUISE TORQUE BY 100 FOOT-POUNDS. DO NOT EXCEED 740°C ITT. FUEL FLOW FOR
A GIVEN TORQUE SETTING WILL BE 15 PPH HIGHER.
4. WITH THE CABIN HEAT ON AND POWER SET BELOW THE TORQUE LIMIT (1,865 FOOT-POUNDS), DECREASE
MAXIMUM CRUISE TORQUE BY 80 FOOT-POUNDS. DO NOT EXCEED 740°C ITT. FUEL FLOW FOR A GIVEN
TORQUE SETTING WILL BE 7 PPH HIGHER.
Figure 20-5. Cruise Performance—208B Notes
FOR TRAINING PURPOSES ONLY
20-9
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 20-5. TIME, FUEL, AND DISTANCE TO CLIMB
Table 20-7. TIME, FUEL, AND DISTANCE TO DESCEND—208B
20-10
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 20-6. CRUISE PERFORMANCE—PRESSURE ALTITUDE 8,000 FEET
FOR TRAINING PURPOSES ONLY
20-11
CESSNA CARAVAN I PILOT TRAINING MANUAL
in the cruise calculation. Refer to Table 20-8
for sample fuel required calculations:
• Enroute cruising
altitude ................................ 11,000 feet
• Temperature ................................ –16°C
• Winds.......................... 270° at 20 knots
• Enroute to alternate
cruising altitude ................... 8,000 feet
• Temperature .................................. –9°C
• Wind ........................... 270° at 20 knots
LANDING DISTANCE
A procedure similar to the takeoff computations is also used for determining landing distance (Table 20-9). Again, conservative distances
Table 20-8. TIME, FUEL, AND DISTANCE—208B
TO DESTINATION
CLIMB
TIME
FUEL
DISTANCE
12
80
26
CORRECTION FOR TAILWIND (14 MINUTES/60 MINUTES) X 20 KNOTS
+4
CORRECTION FOR INERTIAL SEP. AND CABIN HEAT ON (+1%)
+1
CORRECTED TIME, FUEL, AND DISTANCE TO CLIMB
12
81
30
DESCENT
10
47
29
CORRECTION FOR TAILWIND (10 MINUTES/60 MINUTES) X 20 KNOTS
+3
CORRECTED TIME, FUEL, AND DISTANCE TO DESCEND
10
47
32
CRUISE
29
177
89
TOTAL TIME, FUEL, AND DISTANCE USED ENROUTE TO DESTINATION
51
305
151
TIME
FUEL
DISTANCE
5
36
11
TO ALTERNATE
CLIMB
CORRECTION FOR TAILWIND (5 MINUTES/60 MINUTES) X 20 KNOTS
+2
CORRECTED TIME, FUEL, AND DISTANCE TO CLIMB
5
36
13
DESCENT
5
23
14
CORRECTION FOR TAILWIND (5 MINUTES/60 MINUTES) X 20 KNOTS
+2
CORRECTED TIME, FUEL, AND DISTANCE TO DESCEND
5
23
16
CRUISE (1,500 FT-LBS TORQUE, 368 PPH, 161 KNOTS)
22
151
70
TOTAL TIME, FUEL, AND DISTANCE USED ENROUTE TO ALTERNATE
32
210
99
TOTAL TIME, FUEL, AND DISTANCE FLOWN FROM DEPARTURE
TO ALTERNATE
83
516
250
START AND TAXI FUEL
35
IFR RESERVE FUEL (45 MINUTES)
307
TOTAL FUEL LOAD REQUIRED FOR IFR FLIGHT
858
20-12
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 20-9. LANDING DISTANCE—208B
can be established by reading the chart at the next
higher value of weight, altitude, and temperature. For example, in this particular sample
problem, the landing distance would result in the
following answer (Table 20-10):
• Destination.................. Goodland Field
• Landing runway................................. 30
• Elevation ............................... 3,656 feet
• Temperatures ................................... 4°C
• Wind ........................... 350° at 15 knots
In the event that a zero flap landing was necessary (due to mechanical failure, ice, etc.), all distances would be increased by 40%. This would
yield the calculations in Table 20-11.
Table 20-10. LANDING DISTANCE
208B
Takeoff Weight
8,750
Fuel Used Enroute
–305
Landing Weight
8,445
Ground Roll
1,040
Correction for Wind (10%)
–104
Corrected Ground Roll
936
Landing Distance Over a 50-Ft Obstacle
1,920
Correction for Wind (10%)
–192
Corrected Landing Distance
Over a 50-Ft Obstacle
1,728
FOR TRAINING PURPOSES ONLY
20-13
CESSNA CARAVAN I PILOT TRAINING MANUAL
Table 20-11. LANDING DISTANCE—
ZERO FLAP
Table 20-13. DISTANCE—ZERO FLAP AT
ALTERNATE WITH TAILWIND
208B
208B
Ground Roll (+40%)
1,310
Ground Roll
Landing Distance Over a 50-Ft
Obstacle (+40%)
2,419
Correction for Zero Flap Landing (+40%)
Zero Flap Ground Roll
If a missed approach was executed at the destination and the pilot elects to proceed immediately to the alternate destination, then revised
landing distances must be computed for the alternate airport. This would result in the following answer at the alternate airport (Table 20-12):
• Alternate ........................... Garden City
• Field elevation ..................... 2,888 feet
1,040
416
1,456
Correction for Tailwind Landing (+20%)
291
Total Ground Roll With Zero Flap and
5-Knot Tailwind Component
1,747
Landing Distance Over a 50-Ft Obstacle
1,920
Correction for Zero Flap Landing (+40%)
768
Zero Flap Landing Distance Over a
50-Ft Obstacle
2,688
• Landing runway................................. 17
Correction for Tailwind Landing (+20%)
538
• Temperature..................................... 6°C
Total Landing Distance Over a 50-Ft
Obstacle With Zero Flap and 5-Knot
Tailwind Component
3,226
• Wind.............................. 170° at 5 knots
If a landing is necessary at Garden City on
Runway 35 (due to low ceilings) and the landing must be made with zero flaps (due to mechanical failure, ice accumulations, etc.), the
pilot must calculate the distance for a zero flap,
tailwind landing. The distances are increased by
40% for zero flap condition and by 10% for
every 2 knots of tailwind component. Other allowances must be made for runway contamination (e.g., snow, ice, slush, etc.), braking
effectiveness, and pilot technique that may further increase the landing distance (Table 20-13).
Table 20-12. DISTANCE AT ALTERNATE
WITH HEADWIND
208B
Weight at Missed Approach
8,445
Fuel Used Enroute to Alternate
–210
Landing Weight
8,235
Ground Roll
1,040
Landing Distance Over a 50-Ft Obstacle
1,920
20-14
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT? ........................................................... 21-1
SITUATIONAL AWARENESS ........................................................................................... 21-2
COMMAND AND LEADERSHIP ..................................................................................... 21-3
COMMUNICATION PROCESS......................................................................................... 21-4
Communication Techniques: Inquiry, Advocacy, and Assertion.................................. 21-5
DECISION-MAKING PROCESS....................................................................................... 21-6
FOR TRAINING PURPOSES ONLY
21-i
CESSNA CARAVAN I PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
21-1
Situational Awareness in the Cockpit................................................................... 21-2
21-2
Command and Leadership.................................................................................... 21-3
21-3
Communication Process ....................................................................................... 21-4
21-4
Decision-Making Process..................................................................................... 21-6
FOR TRAINING PURPOSES ONLY
21-iii
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 21
CREW RESOURCE MANAGEMENT
callouts provides a means to incorporate CRM.
Standardization keeps all crewmembers “in
the loop” and provides an opportunity to detect an error early on, before it has an opportunity to build into an accident chain.
WHAT IS CREW
RESOURCE
MANAGEMENT?
A c c o r d i n g t o t h e Fe d e r a l Av i a t i o n
Administration, Crew Resource Management
(CRM) is described as “the effective use of all
resources to achieve safe and eff icient flight
operations.” In practice, CRM is a set of competencies designed to enhance safety and reduce human error. Resources can include, but
are not limited to, additional crewmembers,
maintenance technicians, flight attendants,
air traff ic controllers, dispatchers and schedulers, and line service personnel. CRM was not
designed to usurp the authority of the pilot in
command; rather, it was developed as a means
to assist with situational awareness and decision making to increase safety margins and
achieve accident- and incident-free flight
operations.
Most experts agree that a highly coordinated
crew using a standardized set of procedures is
more likely to avoid and identify er rors.
Effective communication and the use of briefing and debrief ing are tools that can be used
to build the “team concept” and maintain situational awareness. Utilizing a standard set of
Proficiency in CRM requires all crewmembers
to have a working knowledge of how to maintain situational awareness, techniques for
optimum decision making, desirable leaders h i p a n d f o l l owe r s h i p c h a r a c t e r i s t i c s ,
cross-checking and monitoring techniques,
means of fatigue and stress management, and
communication.
CRM training is an important part of your
FlightSafety training experience. Throughout
your training event, your instr uctor will
provide general CRM guidance as well as
identify CRM issues, philosophies, and techniques that are specif ic to the aircraft you fly.
To assist with this, the FlightSafety CRM
model has been incorporated into this training guide. The model can be used as a guide
or a refresher on how to incorporate CRM
principles into your day-to-day line operations. This model is not intended to replace a
formalized course of CRM instruction, and
attendance at a CRM-specif ic course is highly
recommended.
FOR TRAINING PURPOSES ONLY
21-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
SITUATIONAL
AWARENESS
two-way communication that must occur between the pilot flying and the pilot monitoring. Each pilot contrib utes to collective
situational awareness.
Situational awareness is a fundamental CRM
concept. Often described as “knowing what’s
going on around you,” the loss of situational
awareness is often identif ied as a causal factor in an incident or accident. Collective
situational awareness is a measurement of
the total situational awareness among all
members involved in the operation. To maintain a high level of collective situational
awareness open, timely, and accurate communication is required. In the situational awareness model two-way ar rows represent the
Circumstances will sometimes present clues
t h a t s i t u a t i o n a l awa r e n e s s i s b e c o m i n g
impaired. These “behavioral markers” are
listed under clues to identifying loss of situational awareness. As the number of these
clues increases, the chance of losing situational awareness increases as well. Maintaining
situational awareness requires a constant state
of vigilance. Complacency has often been the
precursor to a loss of situational awareness
(Figure 21-1).
SITUATIONAL AWARENESS IN THE COCKPIT
PILOT
FLYING
(PF)
Events that
may happen
PILOT
MONITORING
(PM)
SA
COLLECTIVE
SA
Events that
have
happened
Events that
are
happening
now
CLUES TO IDENTIFYING:
OPERATIONAL
1.
2.
3.
4.
5.
HUMAN
• Loss of Situational Awareness
• Links in the Error Chain
6.
7.
8.
9.
10.
11.
12.
FAILURE TO MEET TARGETS
UNDOCUMENTED PROCEDURE
DEPARTURE FROM SOP
VIOLATING MINIMUMS OR LIMITATIONS
FAILURE TO MONITOR
COMMUNICATIONS
AMBIGUITY
UNRESOLVED DISCREPANCIES
PREOCCUPATION OR DISTRACTION
CONFUSION OR EMPTY FEELING
NEED TO HURRY / LAST MINUTE CHANGES
FATIGUE
Figure 21-1. Situational Awareness in the Cockpit
21-2
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
COMMAND AND
LEADERSHIP
Command and leadership are not synonymous.
The status “pilot in command” is designated
by an organization. Command responsibility
can’t be shared with other crewmembers.
Leadership, on the other hand, is a role that can
be shared. Effective leadership should focus
on “what’s right,” not on “who’s right.”
Leadership styles range from “autocratic” to
“laissez-faire.” An autocratic leadership style
exercises a high degree of control and allows
a low deg ree of par ticipation from team
members in reaching decisions. A laissez-faire
leadership style exercises a low degree of
control and allows a high degree of participation from team members. Effective leaders
tend to be less extreme, relying on either authoritarian or democratic leadership styles
(Figure 21-2).
There is no “ideal” or “best” leadership style.
An immediate crisis might require fairly strict
leadership, to ensure stability and to reassure
other crewmembers, while other situations
might be handled more effectively by encouraging crew par ticipation in the
decision-making process.
COMMAND AND LEADERSHIP
LEADERSHIP STYLES
VARY WITH SITUATION
AUTOCRATIC
AUTHORITARIAN
DEMOCRATIC
LAISSEZFAIRE
PARTICIPATION
LOW
Command
Leadership
HIGH
— Designated by Organization
— Cannot be Shared
— Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 21-2. Command and Leadership
FOR TRAINING PURPOSES ONLY
21-3
CESSNA CARAVAN I PILOT TRAINING MANUAL
COMMUNICATION
PROCESS
• An event occurs, creating a need to communicate. The event may be a change in
the status of some operational goal, such
as rate of descent.
Communication is the most important tool
f o r m a i n t a i n i n g s i t u a t i o n a l awa r e n e s s .
Effective communication requires the ability
to provide appropriate information, at the appropriate time, to the appropriate person
(Figure 21-3). Communication may be verbal
(aural) or written. Written communications
in the cockpit include symbolic messages and
indications that are electronically transmitted and displayed.
• A sender observes the event.
• The sender transmits a message to a receiver, conveying occur rence of the
event.
• The receiver transmits feedback to the
sender, acknowledging the message.
• The receiver’s feedback may include an
additional message, conf irming the intended corrective action, or instructing
the sender to continue monitoring the
operational goal.
As illustrated on the CRM Blue Card, some
elements are common to most cockpit
communications:
COMMUNICATION PROCESS
ASSERTION:
NEED
SEND
RECEIVE
OPERATIONAL
GOAL
• Reach a conclusion
ADVOCACY:
• Increase collective SA
INQUIRY:
• Increase individual SA
FEEDBACK
— THINK—
• Solicit and give feedback
• Listen carefully
• Focus on behavior, not people
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
• Maintain focus on the goal
• Verify operational outcome is achieved
• Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 21-3. Communication Process
21-4
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
Barriers to communication limit our ability to
maintain situational awareness.
As illustrated on the Blue Card, internal (or
personal) communication barriers can diminish our perception of the need to communicate.
An observer who is distracted, for example,
may fail to detect a change in the status of an
operational goal. Internal barriers can also
inhibit a sender’s willingness to communicate, or affect a receiver’s acceptance and interpretation of a transmitted message.
External communication bar riers, such as
overcrowded radio frequencies, can interfere
with the sender’s ability to transmit a message, or with the receiver’s ability to transmit feedback. Differences in language or
dialect can also become external barriers to
communication.
CRM provides three techniques for overcoming communication barriers:
• Inquiry—A technique for increasing
your own situational awareness
COMMUNICATION
TECHNIQUES: INQUIRY,
ADVOCACY, AND ASSERTION
Inquiry, advocacy, and assertion can be effectively used in the aviation environment to help
solve communication problems.
Each item is a step in the process. The steps
provide a metaphor that emphasizes the principle of escalation. In other words, a person
must f irst practice inquiry, then advocacy,
then assertion.
A person practicing assertiveness is not trying to be insubordinate or disrespectful; rather,
assertion is an expression of the fact that a level
of discomfort exists with a particular situation.
Assertion is an attempt to seek resolution.
The goal of inquiry is to increase individual
situational awareness, the goal of advocacy is
to increase collective situational awareness,
and the goal of assertion is to reach a
conclusion.
• Advocacy—A technique for increasing
someone else’s awareness
• Assertion—A technique for getting your
point across
When conflict on the flight deck interferes
with communication, it usually originates
from one pilot’s tendency to make “solo” decisions. Avoid this kind of conflict by focusing your questions and comments on WHAT
is right, rather than on WHO is right.
FOR TRAINING PURPOSES ONLY
21-5
CESSNA CARAVAN I PILOT TRAINING MANUAL
DECISION-MAKING
PROCESS
1. Recognize the need for a decision.
Aeronautical decision making (ADM) provides a systematic approach to risk assessment. It is a tool you can use to select the best
response for a given set of circumstances.
FlightSafety recommends the decision-makin g
process illustrated on the second page of the
Blue Card (Figure 21-4). This continuous-loop
process includes eight steps:
3. Collect facts.
2. Identify the problem and define it in terms
of time and risk.
4. Identify alternative responses to the need.
5. Weigh the impact of each alternative
response.
6. Select a response.
7. Implement that response.
8. Evaluate the effects of your response.
DECISION MAKING PROCESS
HINTS:
• Identify the problem:
– Communicate it
– Achieve agreement
– Obtain commitment
• Consider appropriate SOPs
• Think beyond the obvious alternatives
• Make decisions as a result of the process
• Resist the temptation to make an immediate
decision and then support it with facts
EVALUATE
RESULT
RECOGNIZE
NEED
IDENTIFY
AND
DEFINE
PROBLEM
IMPLEMENT
RESPONSE
ACCELERATED
RESPONSE
SELECT A
RESPONSE
IDENTIFY
ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 21-4. Decision-Making Process
21-6
FOR TRAINING PURPOSES ONLY
COLLECT
FACTS
CESSNA CARAVAN I PILOT TRAINING MANUAL
WALKAROUND
The following section is a pictorial walkaround.
It shows each item called out in the exterior
power-off preflight inspection. The fold-out
pages, WA-2 and WA-14, should be unfolded before starting to read.
The general location photographs do not specify
every checklist item. However, each item is portrayed on the large-scale photographs that follow.
FOR TRAINING PURPOSES ONLY
WA-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
CESSNA CARAVAN I PILOT TRAINING MANUAL
WALKAROUND INSPECTION
LEFT SIDE
64
59
58
11
10
6
7
8
9
17
23
6
23
65
66
67
4
1
3
2
5
13
16
1. FUEL RESERVOIR DRAIN (BOTTOM OF FUSELAGE OR
LEFT SIDE OF CARGO POD)—DRAIN
12
3. INBOARD FUEL TANK SUMP AND EXTERNAL SUMP
QUICK-DRAIN VALVES—DRAIN
26
19
18
14
21 20
25
24
2. MAIN LANDING GEAR—CHECK PROPER TIRE PRESSURE INFLATION AND CONDITION OF GEAR
15
22
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FOR TRAINING PURPOSES ONLY
26
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
LEFT WING
4. WING STRUT DEICE BOOTS—CHECK FOR TEARS,
ABRASIONS, AND CLEANLINESS
7. STALL WARNING VANE—CHECK FREEDOM OF MOVEMENT, AUDIBLE WARNING, AND WARMTH
5. WING TIEDOWN—DISCONNECT
8. PITOT-STATIC TUBES—CHECK SECURITY, OPENINGS
FOR STOPPAGE AND WARMTH
6. WING DEICE BOOTS—CHECK FOR TEARS, ABRASIONS, AND CLEANLINESS
9. LANDING AND TAXI LIGHTS—CHECK CONDITION AND
CLEANLINESS
FOR TRAINING PURPOSES ONLY
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10. FUEL QUANTITY—VISUALLY CHECK FOR DESIRED
LEVEL
13. NAVIGATION AND STROBE LIGHTS—CHECK FOR
CONDITION AND CLEANLINESS
14. FUEL TANK VENT—CHECK FOR OBSTRUCTIONS
11. FUEL FILLER CAP—SECURE
12. OUTBOARD FUEL TANK SUMP QUICK-DRAIN VALVE
(IF INSTALLED AND AIRPLANE PARKED WITH ONE
WING LOW ON A SLOPING RAMP)—DRAIN
WA-4
15. AILERON AND SERVO TAB—CHECK CONDITION AND
SECURITY
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
16. STATIC WICKS—CHECK CONDITION
18. FLAP LEADING-EDGE VORTEX GENERATORS—
CHECK FOR SECURITY
17. SPOILER—CHECK FOR CONDITION AND SECURITY
19. FLAP— CHECK CONDITION AND SECURITY
EMPENNAGE
20. BAGGAGE/CARGO—CHECK SECURE THROUGH
21. CARGO DOOR—CLOSED AND LATCHED
CARGO DOOR
FOR TRAINING PURPOSES ONLY
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22. TAIL TIE-DOWN—DISCONNECT
25. CONTROL SURFACES AND ELEVATOR TRIM TABS—
CHECK CONDITION, SECURITY, FREEDOM OF MOVEMENT, AND TAB POSITION
23. DEICE BOOTS—CHECK FOR TEARS, ABRASION, AND
CLEANLINESS
26 . STATIC WICKS—CHECK CONDITION
24. RUDDER GUST LOCK (IF INSTALLED)—DISENGAGE
WA-6
27. PASSENGER ENTRY DOOR (IF INSTALLED)—CLOSED
AND LATCHED
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
RIGHT WING TRAILING EDGE
28. FLAP—CHECK CONDITION AND SECURITY
31. AILERON AND TRIM TAB—CHECK CONDITION AND
SECURITY
29. FLAP LEADING-EDGE VORTEX GENERATORS—
CHECK FOR SECURITY
32. STATIC WICKS—CHECK CONDITION
30. SPOILER—CHECK CONDITION AND SECURITY
33. FUEL TANK VENT—CHECK FOR OBSTRUCTIONS
FOR TRAINING PURPOSES ONLY
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RIGHT WING LEADING EDGE
34. NAVIGATION AND STROBE LIGHTS—CHECK CONDITION AND CLEANLINESS
35. FUEL QUANTITY—VISUALLY CHECK FOR DESIRED
LEVEL
36. FUEL FILLER CAP—SECURE
WA-8
37. OUTBOARD FUEL TANK SUMP QUICK-DRAIN VALVE
(IF INSTALLED AND AIRPLANE PARKED WITH ONE
WING LOW ON A SLOPPING RAMP)—DRAIN
38. PITOT-STATIC TUBE—CHECK SECURITY, OPENINGS
FOR STOPPAGE AND WARMTH
39. LANDING AND TAXI LIGHTS—CHECK CONDITION
AND CLEANLINESS
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
40. WING DEICE BOOTS—CHECK FOR TEARS, ABRASION, AND CLEANLINESS
43. WING STRUT DEICE BOOTS—CHECK FOR TEARS,
ABRASION, AND CLEANLINESS
41. RADOME—CHECK CONDITION AND SECURITY
44. INBOARD FUEL TANK SUMP AND EXTERNAL SUMP
QUICK-DRAIN VALVES—DRAIN
42. WING TIE-DOWN—DISCONNECT
45. MAIN LANDING GEAR—CHECK PROPER TIRE INFLATION AND GEAR CONDITION
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN I PILOT TRAINING MANUAL
NOSE
46. EXHAUST COVER (IF INSTALLED)—REMOVE
47. COWLING—OPEN RIGHT SIDE OF UPPER COWLING
FOR ACCESS AND CHECK CONDITION AND SECURITY
48. ENGINE (RIGHT SIDE)—CHECK FOR GENERAL CONDITION, SECURITY, FUEL AND OIL LEAKAGE, AND
DAMAGE TO ANY COMPONENTS
50. EXHAUST SYSTEM—CHECK CONDITION, SECURITY, AND FOR CRACKS, DISTORTION AND DAMAGE
51. COWLING—CLOSE AND LATCH RIGHT SIDE
52. AIR INLET COVERS—REMOVE
49. BATTERY—CHECK CONDITION AND SECURITY,
AND POWER CABLES SECURE
WA-10
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
53. AIR INLET—CHECK
54. PROPELLER ANCHOR—REMOVE
55. PROPELLER—CHECK
56. PROPELLER SPINNER—CHECK CONDITION AND
SECURITY
57. NOSEWHEEL STRUT AND TIRE—CHECK
58. COWLING—OPEN
FOR TRAINING PURPOSES ONLY
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59. ENGINE (LEFT SIDE)—CHECK FOR GENERAL CONDITION, SECURITY, FUEL AND OIL LEAKAGE, AND DAMAGE TO ANY COMPONENTS
61. OIL DIPSTICK/FILLER CAP—CHECK OIL LEVEL, THEN
CHECK DIPSTICK/FILLER CAP SECURE
62. FUEL FILTER—CHECK FUEL FILTER BYPASS FLAG
FOR PROPER LOCATION (FLUSH)
60. INERTIAL SEPARATOR BYPASS OUTLET—CHECK
CLOSED AND DUCT FREE OF DEBRIS
WA-12
63. BRAKE FLUID RESERVOIR—CHECK LEVEL
FOR TRAINING PURPOSES ONLY
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35
39
38
41
63
49 51 62
61
48
60
47
40
56
64. COWLING—CLOSE AND LATCH LEFT SIDE
37
42
43
45 44
52
53
46
50
65
66
54
55
57
67
65. FUEL PUMP DRAIN RESERVOIR (IF INSTALLED)—
DRAIN UNTIL EMPTY
66. FUEL FILTER QUICK DRAIN VALVE—DRAIN
67. FUEL DRAIN CAN (EPA CAN)—DRAIN UNTIL EMPTY
27
28
30
29
31
33 34
32
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1
6
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3
4
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FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN I PILOT TRAINING MANUAL
ANSWERS TO QUESTIONS
CHAPTER 2
1. C
2. A
3. C
4. C
5. A
6. D
7. C
8. C
9. C
CHAPTER 8
1. B
2. B
3. A
4. B
5. D
CHAPTER 9
1. D
CHAPTER 10
CHAPTER 3
1. A
2. C
3. B
4. B
5. D
CHAPTER 4
1. D
2. D
CHAPTER 5
1. C
2. A
3. C
4. B
5. D
6. D
7. A
CHAPTER 7
1. B
2. D
3. C
4. A
5. B
6. A
7. D
8. D
9. B
10. B
11. B
12. C
STANDARD
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
D
B
C
B
B
A
B
C
A
B
CHAPTER 15
1. B
2. C
3. C
4. B
CHAPTER 16
1. A
2. A
3. B
4. B
5. D
6. D
7. B
8. B
CHAPTER 17
1. A
TKS
1.
2.
3.
4.
5.
6.
7.
8.
C
B
D
C
A
B
B
B
CHAPTER 11
1. D
2. D
3. A
4. B
CHAPTER 14
1. A
2. C
3. C
FOR TRAINING PURPOSES ONLY
APP-1
CESSNA CARAVAN I PILOT TRAINING MANUAL
CESSNA CARAVAN I PILOT TRAINING MANUAL
IF AIRCRAFT EQUIPPED
WITH TKS SYSTEM
HSI GPS
Figure ANN-1. Annunciators
FOR TRAINING PURPOSES ONLY
ANN-1
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Cessna
CITATION X
F O R T R A I N I N G P U R P O S E S O N LY
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NOTICE
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.
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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 suggestions you might have for improving this manual or any other aspect of our training ­program.
F O R T R A I N I N G P U R P O S E S O N LY
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Courses for the Citation X aircraft are taught at the following FlightSafety Learning Centers:
Columbus Learning Center
Port Columbus International Airport, 625 North Hamilton Road, Columbus, Ohio 43219
Phone: (614) 559-3700 • Toll-Free: (800) 896-9563 • Fax: (614) 559-3715
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Detroit Metro/Toledo Learning Center
Toledo Express Airport, 11600 West Airport Service Road, Swanton, Ohio 43558
Phone: (419) 930-6300 • Toll-Free: (800) 497-4023 • Fax: (419) 930-6301
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Orlando Learning Center
4105 Bear Road, Orlando, Florida 32827-5001
Phone: (321) 281-3200 • Toll-Free: (800) 205-7494 • Fax: (321) 281-3299
Wichita Cessna Learning Center
1851 Airport Road, Wichita, Kansas 67209
Phone: (316) 220-3100 • Toll-Free: (800) 488-3214 • Fax: (316) 220-3134
Copyright © 2011 by FlightSafety International, Inc. All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
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LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
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Original...................0.0.................... July 2011
THIS PUBLICATION CONSISTS OF THE FOLLOWING:
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Citation X
Contents
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1 Aircraft General
3 Lighting
Overview ............................................................................. 1-1
CAS Messages . .................................................................. 1-3
Overview ............................................................................. 3-1
Interior Lighting ................................................................... 3-1
Cockpit Panel Lighting Switches ........................................ 3-3
Cockpit Overhead/Glareshield Lighting Switches . ............. 3-4
Emergency Lighting Switches ............................................. 3-5
Cabin Lighting ..................................................................... 3-6
Cabin Entry ..................................................................... 3-6
Master Control Box ........................................................ 3-6
Passenger Advisory Lights ............................................. 3-7
Interior Master ................................................................ 3-7
Exterior Lighting .................................................................. 3-8
Exterior Lighting Switches ................................................ 3-10
Baggage Compartment Lighting ....................................... 3-13
Tailcone Compartment ...................................................... 3-13
Under-Pylon Work Lights .................................................. 3-14
2 Electrical: Split Bus
Overview, SNs #0101 and Subsequent ..............................
Battery Switches .................................................................
Generator Switches . ...........................................................
DC BUS 1/2 Switches .........................................................
CROSSTIE Switch ...............................................................
EXTERNAL POWER Switch ................................................
Hot Battery Bus . .................................................................
Emergency Bus ...................................................................
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2A Electrical: Non-Split Bus
2-1
2-4
2-4
2-5
2-6
2-6
2-7
2-7
Overview, SNs #0001 through 0100 . ................................ 2A-1
Battery Switches ............................................................... 2A-4
Generator Switches . ......................................................... 2A-4
Load Shed Switch ............................................................. 2A-5
External Power Switch ...................................................... 2A-5
Hot Battery Bus . ............................................................... 2A-6
Emergency Bus ................................................................. 2A-6
CAS Messages . .............................................................. 2A-10
4 Master Warning System
Overview .............................................................................
Primus Logic .......................................................................
Reversionary Displays ....................................................
PFD Reversion . ..............................................................
EICAS Reversion ............................................................
For Training Purposes Only
4-1
4-2
4-2
4-2
4-4
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Contents
Crew Alerting System (CAS) . ..............................................
Warning Messages (Red) . ..............................................
Caution Messages (Amber) ............................................
Advisory Messages (Cyan) .............................................
Status Messages (White) ................................................
4-5
4-5
4-5
4-5
4-5
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Overview ............................................................................. 6-1
Cockpit Indications ............................................................. 6-1
APU Switches/Annunciators ............................................... 6-6
CAS Messages . ................................................................ 6-13
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Fuel Storage ........................................................................ 5-1
Fuel Tanks . ..................................................................... 5-1
Center Tank .................................................................... 5-1
Wing Fuel . ...................................................................... 5-1
Pumps ............................................................................ 5-2
Valves ............................................................................. 5-2
Fuel Distribution ............................................................. 5-4
Fuel System Switches ......................................................... 5-6
Refueling ............................................................................. 5-8
Single-Point Pressure Refueling (SPPR) . ....................... 5-8
Overwing Refueling ........................................................ 5-8
Fuel Tank Drains .................................................................. 5-9
Fuel Quantity Indicating System ......................................... 5-9
APU Fuel ............................................................................. 5-9
CAS Messages . ................................................................ 5-10
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6 Auxiliary Power System
7 Powerplant
Overview ............................................................................. 7-1
FADEC Control .................................................................... 7-3
FADEC Inputs ................................................................. 7-3
FADEC Outputs .............................................................. 7-3
FADEC Faults ................................................................. 7-4
Reversionary Control Modes .......................................... 7-4
Engine Control Switches ..................................................... 7-6
Ignition . ............................................................................... 7-8
Engine Fuel System . ........................................................... 7-8
Oil System ......................................................................... 7-10
CAS Messages . ................................................................ 7-12
8 Fire Protection
Fire Detection ...................................................................... 8-1
Fire Extinguishing ................................................................ 8-3
CAS Messages . .................................................................. 8-5
For Training Purposes Only
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9 Pneumatics
12 Pressurization
Overview ............................................................................. 9-1
Pneumatic System Switches . ............................................. 9-3
CAS Messages . .................................................................. 9-5
Overview ...........................................................................
Pressurization Switches ....................................................
Pressurization Indicators ...................................................
CAS Messages . ................................................................
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Overview ........................................................................... 10-1
Engine/Wing Anti-Ice System ........................................... 10-4
Engine/Wing Anti-Ice Switches ......................................... 10-4
Pitot/Static System Heating .............................................. 10-7
Pitot/Static Switch . ........................................................... 10-7
Windshield Anti-Ice ........................................................... 10-8
Windshield Anti-Ice Switch ............................................... 10-8
Windshield Rain Removal ............................................... 10-10
Windshield Air Switch ..................................................... 10-10
CAS Messages . .............................................................. 10-11
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11 Air Conditioning
Overview ........................................................................... 11-1
Bleed Air Controls ............................................................. 11-3
Air Conditioning Switches ................................................. 11-6
CAS Messages . .............................................................. 11-10
Environmental Smoke/Odor (No Message) ................ 11-10
12-1
12-5
12-7
12-9
13 Hydraulic Power System
Overview ........................................................................... 13-1
Approved Hydraulic Fluids ........................................... 13-1
Reservoirs . ................................................................... 13-1
Pumps .......................................................................... 13-1
Accumulators ............................................................... 13-1
Firewall Shutoff Valves . ................................................ 13-1
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
Rudder Standby System ................................................... 13-4
Hydraulic System Switches .............................................. 13-8
CAS Messages . .............................................................. 13-10
For Training Purposes Only
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Contents
14 Landing Gear & Brakes
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CAS Messages . .............................................................. 15-16
Landing Gear . ................................................................... 14-1
Brake System .................................................................... 14-3
Nosewheel Steering .......................................................... 14-5
Landing Gear Switches/Indicators .................................... 14-8
Brake Switches/Indicators ................................................ 14-9
CAS Messages . .............................................................. 14-11
16 Avionics
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15 Flight Controls
Overview ........................................................................... 15-1
Primary Flight Controls . .................................................... 15-4
Elevators . ..................................................................... 15-4
Horizontal Stabilizer . .................................................... 15-4
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
Secondary Flight Controls . ............................................. 15-10
Flaps ........................................................................... 15-10
Slats . .......................................................................... 15-12
Auto Slats ................................................................... 15-12
Speedbrakes .............................................................. 15-14
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Overview ...........................................................................
Inertial Reference System (IRS) . .......................................
Navigation Source Controller ............................................
Display Controller ..............................................................
Flight Guidance System (FGS) ..........................................
Autopilot Functions ......................................................
Flight Management System (FMS) ....................................
16-1
16-2
16-3
16-4
16-5
16-5
16-6
17 Miscellaneous Systems
Thrust Reverser System ....................................................
Autostow Protection .....................................................
Thrust Reverser CAS Messages .......................................
Passenger Oxygen Masks ................................................
Oxygen Switches ..............................................................
Crew Oxygen Masks .........................................................
Oxygen System CAS Messages .......................................
17-1
17-1
17-3
17-4
17-6
17-7
17-8
18 Performance
Certification ....................................................................... 18-1
Standard Performance Conditions . .................................. 18-1
Single-Engine Takeoff—Accelerate-Go ........................ 18-2
For Training Purposes Only
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Contents
Takeoff—Accelerate-Stop ............................................
Multi-Engine Takeoff .....................................................
Landing . .......................................................................
Variable Factors Affecting Performance . ..........................
Weight . .........................................................................
Definitions .........................................................................
18-2
18-3
18-3
18-4
18-5
18-6
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1 Aircraft General
1—Aircraft General
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Overview
The CE‑750 is a pressurized, swept-wing Transport Category 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; however, it is not approved for ditching under FAR 25.801. Recommended ditching procedures are published in the AFM.
The CE‑750 is approved for Category II operations although
this does not constitute operational approval. All flight operations require a crew of two pilots. The maximum number of
passenger seats allowed is 12 (plus two pilot seats).
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WING CUFF
FIXED LEADING
EDGE
40°
SPEEDBRAKES
LEADING EDGE
SLAT
ROLL SPOILERS
AILERON
FLAPS
MOVABLE HORIZONTAL
STABILIZER
43°
ELEVATOR
Figure 1-1. Citation X Top View
For Training Purposes Only
1-1
1—Aircraft General
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UPPER RUDDER
LOWER RUDDER
54°
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28.67’
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19.15'
(20.7' IF NOSE STRUT
IS FLAT AND MAINS
FULLY EXTENDED)
72.34’
26.09’
10.55’
63.64’
Figure 1-2. Citation X Side and Front Views
For Training Purposes Only
1-2
1—Aircraft General
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CAS Messages
The CAS messages described here pertain
to the door monitoring system.
WHITE: Status Messages
CYAN: Advisory Messages
There are no white or cyan messages associated with the door monitoring system.
AMBER: Precautionary Messages
CABIN DOOR OPEN
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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 incorporates a vent door that is closed electrically and opened mechanically. If the CBN
VENT DOOR OPEN message appears, the
vent door can be closed mechanically by
removing a plug on the aft side of the cabin
door. The vent door is there to assure that
the cabin is equalized to outside pressure
before the door is opened.
The cabin door incorporates two seals. The
primary seal is inflated by service air and
is monitored by the CABIN DOOR SEAL
message. This seal is inflated when the aft
lower locking pin engages the door frame
and service air is available from the APU or
engine. The secondary seal is a compression seal that should hold pressurization if
the primary fails. The main cabin door frame
incorporates an inflatable acoustic seal. It is
also inflated by service air but has no pressurization function.
NOSE DOOR OPEN
Both bottom latches must be secured, microswitches in series; also has forward lock
and key lock.
TOILET DOOR OPEN
Indicates that the toilet door is open.
TAILCONE DOOR OPEN
Indicates that the tailcone door is open.
BAGGAGE DOOR OPEN
Indicates that the baggage door is open.
RED: Status Messages
There are no red messages associated with
the door monitoring system.
FUEL DOOR OPEN
Either SPPR or gravity-feed doors activate
the message.
ESCAPE HATCH OPEN
Indicates that the escape hatch is open.
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1-3
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1—Aircraft General
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2 Electrical: Split Bus
2—Electrical Power: Split Bus
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Overview
SNs #0101 and Subsequent
The DC electrical system is supplied by two engine-driven
generators, two 44 ampere-hour NiCad or lead acid batteries, an APU-driven generator, and an external power connector (Figure 2‑1).
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• The engine-driven generators operate up to a limitation
of 400 amps at 28.5 volts to FL410 and 300 amps above
FL410.
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• 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 2.5ampere-hour, 28-volt lead-acid power pack located in the
nose compartment which is a backup source of power for
the standby instruments.
• AC-powered equipment consists of windshield heat (powered by an engine-driven alternator) and FADEC/ignition
(powered by a Permanent Magnet Alternator—PMA). The
FADECs may also be powered by main or emergency DC
power; however, ignition can only be powered by the PMA.
• The left and right engine-driven generators operate independently. There is no load paralleling.
• 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.
For Training Purposes Only
2-1
2—Electrical Power: Split Bus
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RIGHT CB PANEL
LEFT CB PANEL
LH EMER FEED
LH EMER FEED
RH EMER FEED
RH FIRE &
FADEC
LH FIRE &
FADEC
EICAS
AVIONICS
SW
(EICAS)
RH GEN FEED
LH GEN FEED
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DC BUS
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AVIONICS
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AVIONICS SW
LEFT MAIN BUS
STBY
BATT
XTIE
SW
LEFT SIDE
PANEL V
LH EMER
LEFT SIDE
V PANEL & APU
AVIONICS
SW
RIGHT MAIN BUS
DC BUS
2 SW
EXT
PWR
SW
APU
GEN
SW
GEN
SW
RH EMER
GPU
BATTERY 1 SW
BATTERY 2 SW
EICAS A
A EICAS
EICAS V
BATT V
LEGEND
LEFT ELECTRICAL SYSTEM
RIGHT ELECTRICAL SYSTEM
APU
RH
AVIONICS
STBY INST
BUS
V EICAS
DC VOLTS
LH
GEN
RH EMER FEED
LH BATT
BUS
RH BATT
BUS
V EICAS
BATT V
QUICK
DISCONNECT
LEFT SIDE A
PANEL
BATT
1
BATT
2
A
APU
MSTR
SW
RH
GEN
APU
GEN
V
EICAS
DC
VOLTS
APU CONTROL
PANEL
APU
START APU START SW
Figure 2-1. Split Bus System Schematic
For Training Purposes Only
2-2
Citation X
2—Electrical Power: Split Bus
E
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Figure 2-2. Split Bus System Controls
For Training Purposes Only
2-3
2—Electrical Power: Split Bus
Citation X
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Battery Switches
BATT 1/BATT 2: Associated battery relay will
close, provided a certain minimum voltage is
available from the associated battery. Once
a battery relay is closed, the battery bus is
electrically connected to the DC power/emergency bus system on that side.
OFF: Associated battery relay is open and
that battery system is electrically isolated
from the rest of the DC system. With a battery relay open, that battery will no longer be
able to accept a charge source from a generator, nor will the battery be able to power
any emergency or main DC bus item.
M
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Generator Switches
LH/RH GEN: Signals the GCU to close the
generator power relay. The GCU will close the
relay if the generator is operating and producing voltage which is equal to, or greater
than, the voltage value sensed on the generator bus.
For Training Purposes Only
OFF: Signals the GCU to open the associated power relay.
RESET: GCU will close the field relay if the
GCU logic criteria are valid. The generator
switch, however, cannot be used to open the
field relay. The switch is spring-loaded and
will return to the OFF position.
2-4
2—Electrical Power: Split Bus
Citation X
E
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DC BUS 1/2 Switches
NORM: Associated electrical isolation relay is closed
and that side’s DC power and emergency bus systems are connected to the main DC bus system.
isolated from its main DC bus system is powering all the items on its emergency bus and will
become depleted over time unless charging it
re-established.
M
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EMER: Associated electrical isolation relay is open.
When the relay is open, the emergency DC system is
electrically isolated from the main DC system.
S
H
There are two significant effects on the electrical
system whenever a DC power isolation relay is open:
T
P
• Generator power (if available) is no longer able
to keep the associated battery charged, nor is
main DC power being used to power that side’s
emergency bus. Rather, the battery that is now
• Following a generator failure, that side’s battery is
powering all electrical items on both the emergency and main DC buses. Such a scenario will result
in a battery becoming rapidly depleted. The DC
power isolation relays should both be opened to
shed the main DC-bus load while still powering the
emergency bus items. Battery life can be extended
to approximately one hour by accomplishing this
isolation procedure.
For Training Purposes Only
2-5
2—Electrical Power: Split Bus
Citation X
E
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CROSSTIE Switch
XTIE: The XTIE switch allows the pilot to close or
open the crosstie relay. The crosstie relay automatically closes when the batteries are turned on. If an
engine or generator should fail in flight, it will not
close automatically and the pilot must remember to
close the crosstie using the switch. Failure to do so
M
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EXTERNAL POWER Switch
T
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can result in severe battery discharge. The crosstie
closes automatically with weight on wheels if a generator is offline. When the EXT PWR switch is placed
on with an EPU plugged in, the crosstie automatically closes.
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 portion of the annunciator-switch should illuminate. If
the AVAIL portion is lit, the pilot can push the annunciator-switch to connect the EPU electrically to the
right main DC bus, provided another generator is not
being used to power that bus.
For Training Purposes Only
2-6
2—Electrical Power: Split Bus
Citation X
E
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Hot Battery Bus
Emergency Bus
Battery 1
The following are not on the emergency bus:
• Entry lights
• Slats/flaps
M
A
• Toilet service lights
• Primary trim
• Tailcone lights
• Thrust reversers
• Single-point refueling panel lights
S
H
• Underside pylon work lights
Battery 2
T
P
• Baggage compartment lights
• Nosewheel steering accumulator relief button
• ELT (emergency locator transmitter)
• Nosewheel steering
• Antiskid
All anti-ice valves will fail open and the pressurization will
revert to manual control. Center tank fuel transfer, crossfeed, and gravity crossflow will continue if selected prior to
the electrical power loss to the emergency buses. Air traffic
control will lose your transponder unless you have it as an
option on the left emergency bus, and no external identification lights will be operational.
For Training Purposes Only
2-7
2—Electrical Power: Split Bus
Citation X
E
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L START LOGIC
L EMER LTS
AUX PANEL LTS
L W/S A/I CONT
L BLD PRECOOLER
PITCH FEEL
ALERON TRIM
UPPER RUD/YAW DAMP A
RUD LIMIT A
AUDIO WARN 1
AUDIO AMP 1
COM/NAV/RMU 1
STANDBY NAV/COM
TRANSPONDER 1 (OPT.)
ATT/HDG 1 AUX PWR
MADC 1
STANDBY HSI
L FIRE DET/EXT
L F/W SHUTOFF
L & R FADEC A
L. FUEL PUMP
BAT 1 & 2 AMP METER
M
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LEGEND
R START LOGIC
R EMER LTS
STBY P/S HT
R BLD PRECOOLER
SEC STAB TRIM
RUD TRIM
UPPER RUD/YAW DAMP B
RUD LIM B
AUDIO WARN 2
AUDIO AMP 2
HF 1
ATT/HDG 2 AUX PWR
MADC 2
R FIRE DET/EXT
R F/W SHUTOFF
L & R FADEC B
A AUX HYD PUMP
GEAR (CONTROL & IND. LIGHTS)
APU (POWER, ECU, FIRE)
BAT 1 & 2 AMP METER
LH EMER
BATTERY 1 SW
RH EMER
BATTERY 2 SW
BATTERY POWER
EICAS
V
BATT V
LH BATT
BUS
RH BATT
BUS
V
QUICK
DISCONNECT
LEFT SIDE A
PANEL
BATT
1
BATT
2
A
Figure 2-3. Emergency Bus Items (Split Bus)
For Training Purposes Only
2-8
Citation X
2—Electrical Power: Split Bus
E
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M
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Figure 2-4. Pilot Circuit Breaker Panel
For Training Purposes Only
2-9
Citation X
2—Electrical Power: Split Bus
E
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M
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NOTE:
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.)
S
H
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Figure 2-5. Copilot Circuit Breaker Panel
For Training Purposes Only
2-10
2—Electrical Power: Split Bus
Citation X
CAS Messages
WHITE: Status Messages
BATT 1-2 OFF
There are no white CAS messages that
pertain to the split-bus electrical system.
CYAN: Advisory Messages
APU GEN OFF
T
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On the ground: Indicates that the APU is
running but the APU generator is not connected to the right main DC bus.
In flight: Indicates that the APU is running
but that the APU generator is not connected
to the right main DC bus as would occur
when both engine generators are online
and connected to their respective genera-
same message text when it is displayed
in amber.
DC BEARING L-R-APU
Indicates that the respective battery has
been selected OFF in response to a battery
over-temperature (NiCad battery installations only) and the overtemperature condition is still active. Compare to the same
message text when it is displayed in amber.
M
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AC BEARING L‑R
Indicates impending left or right AC alternator bearing failure. Approximately 20 hours
of bearing life remain. Maintenance is required. Dispatch per MEL limitations.
E
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tor buses. Compare to same message if it
is displayed in amber.
CROSSTIE CLOSED
Indicates that the crosstie relay has been
closed (using the XTIE annunciator switch)
because of a generator failure, or that the
relay has closed automatically during initial
electrical power-up on the ground. The cyan
message is appropriate when one available
power source (batteries, APU, GPU, or a
single generator) is being used for both the
left and the right electrical systems. Inflight,
the message is cyan if the left generator
or both the right generator and the APU
generator are offline and the crosstie relay
has been selected closed. Compare to the
For Training Purposes Only
Indicates impending generator bearing failure within approximately 4 hours of operations. Maintenance is required. Under some
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 appears. Maintenance is required.
REMOTE CB TRIPPED
Indicates that at least one J-box circuit
breaker is tripped (open). There are 20 circuit breakers in the aft that cause this message to be displayed.
2-11
2—Electrical Power: Split Bus
Citation X
E
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AMBER: Precautionary Messages
APU GEN OFF
This is an inflight-only message that occurs
when the right engine generator is failed or
off line and the APU is running but the APU
generator is not on line. Compare to same
message text displayed in cyan.
T
P
BATT 1-2 OVERCURRENT
This message would indicate that a large
current draw exists on an associated battery or emergency bus. This would appear
for two reasons, both involving a DC OVERCURRENT message. The first would involve
M
A
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BATT 1-2 OFF
This message indicates that a battery switch
is off without an associated battery overtemperature condition existing. If the battery is
off and a battery overtemperature condition
is currently active (red BATT O’TEMP L-R
message displayed), this message text will
be displayed in cyan.
an actual fault on the associated battery
or emergency bus. Initially, this would be
manifested as a DC OVERCURRENT as
the generators attempt to feed the fault.
The BATT OVERCURRENT message would
appear after the main DC bus was isolated from the rest of the electrical system
and would replace the DC OVERCURRENT
message. The second cause for a battery
overcurrent could be a fault on the main DC
bus that was not isolated from the emergency bus after the generator switch was
turned off. In this situation, the main bus
fault is transferred to the battery system.
As with the previous condition, the first
indication would be the DC OVERCURRENT, followed by the BATT OVERCURRENT message.
CROSSTIE CLOSED
The amber message is an abnormal condition that signifies that the crosstie relay
is closed when it should be open. The
crosstie relay should be open whenever
two separate generator sources are connected to their own generator buses. The
For Training Purposes Only
pilot should open the crosstie relay using
the XTIE switch-annunciator and selecting
the OPEN position. The purpose of the splitbus design is to allow separate generator
sources to power their respective left and
right sides independently. Compare to the
same message text displayed in cyan.
DC BUS EMER 1-2
Indicates that the respective BUS 1 or BUS
2 isolation relay is open. This relay can open
automatically (in response to a main DC
OVERCURRENT condition) or the pilot can
manually open the relay by using the associated BUS 1 or BUS 2 switch-annunciator.
If this message is illuminated, the affected
side’s battery is no longer being charged
and if the battery switch were on, that battery would be supplying electrical power to
the emergency bus.
DC OVERCURRENT L-R
This message would indicate that a large
current draw exists on an associated main
DC generator bus. If the overcurrent is ex-
2-12
Citation X
2—Electrical Power: Split Bus
GEN OFF L
GEN OFF R
GEN OFF L-R
Indicates that both the left and the right engine generator power relays are open with
the thrust levers out of cutoff. If the APU
generator is available, it should be connected to the right main DC bus and the
crosstie relay should be closed. If the APU
generator is not available, the DC Power
BUS 1 and BUS 2 isolation relays should
be opened if required to extend battery life.
M
A
S
H
T
P
Indicates that either the left or the right engine generator power relay has opened with
the thrust lever out of cutoff.
E
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RED: Warning Messages
cessive, automatic monitoring will open the
affected generator BUS 1 or BUS 2 isolation relays in a few seconds. If this occurs,
the isolation relay and the crosstie relay
are latched open and cannot be closed. If
the over-current fault was not on the main
generator bus but was on the emergency
or battery bus, the BATT OVERCURRENT
message will replace the DC OVERCURRENT message once the generator bus is
isolated.
BATT 1-2 O’TEMP
Indicates that the associated battery internal temperature has exceeded certain limits
(NiCad battery installations only). The first
over-temperature message will occur at
+63°C. If the battery temperature continues to rise, a second indication of the same
warning (with associated MASTER WARN
lights and double chimes) occurs at +71°C.
For Training Purposes Only
2-13
Citation X
2—Electrical Power: Split Bus
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Notes
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Citation X
2—Electrical Power: Split Bus
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M
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CESSNA CARAVAN I
(Includes Model 208 & 208B)
Revision 0.1
MEMORY FLASH CARDS
Copyright © 2012, FlightSafety International, Inc.
Unauthorized reproduction or distribution is prohibited. All rights reserved.
INSERT LATEST REVISED CARDS, DESTROY SUPERSEDED CARDS
LIST OF EFFECTIVE CARDS
ORIGINAL.................. 0................MAR. 2011
REVISION............... 0.1................. MAY 2012
Incorporates 208 POH Rev 7...... 4 MAY. 2007
Incorporates 208B POH Rev 23.4 MAY. 2007
TOTAL NUMBER OF CARDS IN THIS SET IS 41
CONSISTING OF THE FOLLOWING:
Card
No.
*Revision
No.
Title........................................................
ii.............................................................
E-1 – E-25A...........................................
L-1 – L-15A............................................
Card
No.
*Revision
No.
0.1
0.1
0.1
0.1
*Zero in this column indicates an original card.
Revision 0.1
FOR TRAINING PURPOSES ONLY
ii
Emergency
ENGINE FAILURE DURING
TAKEOFF ROLL
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-1
ENGINE FAILURE DURING
TAKEOFF ROLL
1. Power Lever .............................................................. BETA range.
2. Brakes ................................................................................ APPLY.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-1A
Emergency
(Model 208)
ENGINE FAILURE IMMEDIATELY
AFTER TAKEOFF
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-2
(Model 208)
ENGINE FAILURE IMMEDIATELY
AFTER TAKEOFF
1. Airspeed ............................................................................ 85 KIAS
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-2A
Emergency
(Model 208B)
ENGINE FAILURE IMMEDIATELY
AFTER TAKEOFF
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-3
(Model 208B)
ENGINE FAILURE IMMEDIATELY
AFTER TAKEOFF
1. Airspeed .................................................... 85 KIAS with 20° flaps
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-3A
Emergency
ENGINE FAILURE DURING FLIGHT
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-4
ENGINE FAILURE DURING FLIGHT
1.
2.
3.
4.
Airspeed ........................................................................... 95 KIAS.
Power Lever .......................................................................... IDLE.
Propeller Control Lever ................................................. FEATHER.
Fuel Condition Lever ....................................................... CUTOFF.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-4A
Emergency
ENGINE FLAMEOUT DURING FLIGHT
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-5
ENGINE FLAMEOUT DURING FLIGHT
1. If Gas Generator Speed (Ng) Is Above 50%:
A. Power Lever ..................................................................... IDLE.
B. Ignition Switch . ................................................................... ON.
2. If Gas Generator Speed (Ng) Is Below 50%:
A. Fuel Condition Lever .................................................. CUTOFF.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-5A
Emergency
ENGINE FIRE IN FLIGHT
(Red ENGINE FIRE Annunciator ON Or OFF)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-6
ENGINE FIRE IN FLIGHT
(Red ENGINE FIRE Annunciator ON Or OFF)
1.
2.
3.
4.
5.
Power Lever .......................................................................... IDLE.
Propeller Control Lever ................................................. FEATHER.
Fuel Condition Lever ....................................................... CUTOFF.
Fuel Shutoff ............................................................................ OFF.
Cabin Heat Firewall Shutoff Control . ........................... PULL OFF.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-6A
Emergency
(Model 208)
ELECTRICAL FIRE IN FLIGHT
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-7
(Model 208)
ELECTRICAL FIRE IN FLIGHT
1.
2.
3.
4.
5.
6.
Battery Switch ........................................................................ OFF.
Generator Switch .............................................. TRIP and release.
Standby Power Switch (if installed) . ...................................... OFF.
Vents .................................................... CLOSED (to avoid drafts).
Bleed Air Heat Switch ............................................................ OFF.
Fire Extinguisher . ..................................... ACTIVATE (if available).
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-7A
Emergency
(Model 208B)
ELECTRICAL FIRE IN FLIGHT
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-8
(Model 208B)
ELECTRICAL FIRE IN FLIGHT
1.
2.
3.
4.
5.
6.
Battery Switch ........................................................................ OFF.
Generator Switch .............................................. TRIP and release.
Standby Power Switch (if installed) . ...................................... OFF.
Vents .................................................... CLOSED (to avoid drafts).
Bleed Air Heat Switch ............................................................ OFF.
Fire Extinguisher . ......................................................... ACTIVATE.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-8A
Emergency
(Model 208)
CABIN FIRE
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-9
(Model 208)
CABIN FIRE
1.
2.
3.
4.
5.
6.
Battery Switch ........................................................................ OFF.
Generator Switch .............................................. TRIP and release.
Standby Power Switch (if installed) . ...................................... OFF.
Vents .................................................... CLOSED (to avoid drafts).
Bleed Air Heat Switch ............................................................ OFF.
Fire Extinguisher . ..................................... ACTIVATE (if available).
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-9A
Emergency
(Model 208B)
CABIN FIRE
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-10
(Model 208B)
CABIN FIRE
1.
2.
3.
4.
5.
6.
Battery Switch ........................................................................ OFF.
Generator Switch .............................................. TRIP and release.
Standby Power Switch (if installed) . ...................................... OFF.
Vents .................................................... CLOSED (to avoid drafts).
Bleed Air Heat Switch ............................................................ OFF.
Fire Extinguisher . .......................................................... ACTIVATE
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-10A
Emergency
(Model 208)
WING FIRE
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-11
(Model 208)
WING FIRE
1.
2.
3.
4.
5.
6.
Pitot/Static Heat Switch .........................................................
Stall Heat Switch ....................................................................
Strobe Lights Switch ..............................................................
Navigation Lights Switch . ......................................................
Landing and Taxi Light Switches ...........................................
Radar (if installed) . .................................................................
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
OFF.
OFF.
OFF.
OFF.
OFF.
OFF.
E-11A
Emergency
(Model 208B)
WING FIRE
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-12
(Model 208B)
WING FIRE
1.
2.
3.
4.
5.
6.
7.
Pitot/Static Heat Switch .........................................................
Stall Heat Switch ....................................................................
Strobe Lights Switch ..............................................................
Navigation Lights Switch . ......................................................
Landing and Taxi Light Switches ...........................................
Radar (if installed) . .................................................................
Ventilation Fans (if installed) ...................................................
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
OFF.
OFF.
OFF.
OFF.
OFF.
OFF.
OFF.
E-12A
Emergency
CABIN FIRE DURING
GROUND OPERATIONS
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-13
CABIN FIRE DURING
GROUND OPERATIONS
1.
2.
3.
4.
5.
6.
Power Lever .......................................................................... IDLE.
Brakes .................................................................. AS REQUIRED.
Propeller Control Lever ................................................. FEATHER.
Fuel Condition Lever ....................................................... CUTOFF.
Battery Switch ........................................................................ OFF.
Airplane ...................................................................... EVACUATE.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-13A
Emergency
ENGINE FIRE DURING
START ON GROUND
(Red ENGINE FIRE Annunciator ON or OFF)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-14
ENGINE FIRE DURING
START ON GROUND
(Red ENGINE FIRE Annunciator ON or OFF)
1. Fuel Condition Lever ....................................................... CUTOFF.
2. Fuel Boost Switch .................................................................. OFF.
3. Starter Switch . ................................................................ MOTOR.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-14A
Emergency
INADVERTENT ICING ENCOUNTER
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-15
INADVERTENT ICING ENCOUNTER
Ignition Switch . ........................................................................ ON.
Inertial Separator ............................................................. BYPASS.
PITOT/STATIC, STALL, WINDSHIELD, PROP ANTI-ICE .......... ON.
If above 20,000 feet:
A. Airspeed ................................................... 160 KIAS Maximum.
B. Altitude ......................................... DESCEND to 20,000 feet or
below as soon as practical.
5. Turn back or change altitude to obtain an outside air temperature
that is less conducive to icing.
1.
2.
3.
4.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-15A
Emergency
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-16
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
1. Static Pressure Alternate Source Valve . ............. PULL FULL ON.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-16A
Emergency
FUEL CONTROL UNIT
MALFUNCTION IN THE PNEUMATIC
OR GOVERNOR SECTIONS
(Engine Power Falls Back To Idle)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-17
FUEL CONTROL UNIT
MALFUNCTION IN THE PNEUMATIC
OR GOVERNOR SECTIONS
(Engine Power Falls Back To Idle)
1. Power Lever .......................................................................... IDLE.
2. Emergency Power Lever ........... AS REQUIRED (maintain 65% Ng
minimum during flight).
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-17A
Emergency
LOSS OF FUEL PRESSURE
(Amber FUEL PRESS LOW Annunciator On)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-18
LOSS OF FUEL PRESSURE
(Amber FUEL PRESS LOW Annunciator On)
1. Fuel Boost Switch .................................................................... ON.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-18A
Emergency
FUEL FLOW INTERRUPTION
TO FUEL RESERVOIR
(Red RESERVOIR FUEL LOW Annunciator On)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-19
FUEL FLOW INTERRUPTION
TO FUEL RESERVOIR
(Red RESERVOIR FUEL LOW Annunciator On)
1. Fuel Tank Selectors .................................... LEFT ON, RIGHT ON.
2. Ignition Switch . ........................................................................ ON.
3. Fuel Boost Switch .................................................................... ON.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-19A
Emergency
FUEL TANK SELECTOR OFF
DURING ENGINE START
(Red FUEL SELECT OFF Annunciator On And
Both Fuel Selector Warning Horns Activated)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-20
FUEL TANK SELECTOR OFF
DURING ENGINE START
(Red FUEL SELECT OFF Annunciator On And
Both Fuel Selector Warning Horns Activated)
1. Left and Right Fuel Tank Selectors .......................................... ON.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-20A
Emergency
FUEL LEVEL LOW WITH
SINGLE TANK SELECTED
(Red FUEL SELECT OFF And Amber LEFT
Or RIGHT FUEL LOW Annunciators On And
Fuel Selector Warning Horn Activated)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-21
FUEL LEVEL LOW WITH
SINGLE TANK SELECTED
(Red FUEL SELECT OFF And Amber LEFT
Or RIGHT FUEL LOW Annunciators On And
Fuel Selector Warning Horn Activated)
1. Left and Right Fuel Tank Selectors ..................... ON (turning both
fuel tank selectors ON will extinguish the red FUEL SELECT OFF
annunciator and silence the warning horn).
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-21A
Emergency
ASYMMETRIC FLAP
EXTENSION OR SUDDEN FLAP
RETRACTION ON ONE SIDE
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-22
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
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-22A
Emergency
BATTERY TEMPERATURE HIGH
(Amber BATTERY HOT Annunciator On)
(Ni-Cad Battery Equipped Airplanes Only)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-23
BATTERY TEMPERATURE HIGH
(Amber BATTERY HOT Annunciator On)
(Ni-Cad Battery Equipped Airplanes Only)
1. Battery Switch ........................................................................ OFF.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-23A
Emergency
BATTERY OVERHEATED
(Red BATTERY OVERHEAT Annunciator On)
(Ni-Cad Battery Equipped Airplanes Only)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-24
BATTERY OVERHEATED
(Red BATTERY OVERHEAT Annunciator On)
(Ni-Cad Battery Equipped Airplanes Only)
1. Battery Switch ........................................................... CHECK OFF.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-24A
Emergency
STARTER CONTACTOR DOES NOT
DISENGAGE AFTER ENGINE START
(Amber STARTER ENERGIZED Annunciator On)
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-25
STARTER CONTACTOR DOES NOT
DISENGAGE AFTER ENGINE START
(Amber STARTER ENERGIZED Annunciator On)
1. Battery Switch ........................................................................ OFF.
2. Auxiliary Power Unit ................................ OFF, then DISENGAGE.
3. Fuel Condition Lever ....................................................... CUTOFF.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
E-25A
Limitations
(208) AIRspeed limitations
(and their operational significance)
VMO Maximum Operating
Speed
VA
REMARKS
KCAS KIAS
SPEED
Maneuvering Speed:
8000 Pounds
6300 Pounds
Do not exceed this
speed in any operation.
175
133
114
150
134
115
Do not make full or abrupt
control movements above
this speed.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-1
(208) AIRspeed limitations
(and their operational significance)
REMARKS
KCAS KIAS
SPEED
VMO Maximum Operating
Speed
175
175
Do not exceed this
speed in any operation.
Maneuvering Speed:
8000 Pounds
6300 Pounds
4600 Pounds
150
133
114
150
134
115
Do not make full or abrupt
control movements above
this speed.
VA
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-1A
Limitations
(208B) AIRspeed limitations
(and their operational significance)
VMO Maximum Operating
Speed
VA
Maneuvering Speed:
8750 Pounds
7500 Pounds
5000 Pounds
REMARKS
KCAS KIAS
SPEED
Do not exceed this
speed in any operation.
175
137
125
112
148
137
125
112
Do not make full or abrupt
control movements above
this speed.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-2
(208B) AIRspeed limitations
(and their operational significance)
REMARKS
KCAS KIAS
SPEED
VMO Maximum Operating
Speed
175
175
Do not exceed this
speed in any operation.
Maneuvering Speed:
8750 Pounds
7500 Pounds
6250 Pounds
5000 Pounds
148
137
125
112
148
137
125
112
Do not make full or abrupt
control movements above
this speed.
VA
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-2A
Limitations
AIRspeed limitations
(and their operational significance)
VFE
REMARKS
KCAS KIAS
SPEED
Maximum Flap
Extended Speed
0°-10° Flaps
10°-20° Flaps
20°-30° Flaps
175
Maximum Window
Open Speed
175
125
175
150
125
Do not exceed these
speeds with the given flap
settings.
Do not exceed this speed
with window open.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-3
AIRspeed limitations
(and their operational significance)
VFE
REMARKS
KCAS KIAS
SPEED
Maximum Flap
Extended Speed
0°-10° Flaps
10°-20° Flaps
20°-30° Flaps
Maximum Window
Open Speed
175
150
125
175
150
125
175
175
Do not exceed these
speeds with the given flap
settings.
Do not exceed this speed
with window open.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-3A
Limitations
POWER PLANT 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.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-4
POWER PLANT LIMITATIONS
Engine Starting Cycle Limits
Using the airplane battery, the starting cycle shall be limited to the
following intervals and sequence:
30 seconds ON - 60 seconds OFF,
30 seconds ON - 60 seconds OFF,
30 seconds ON - 30 minutes OFF.
Repeat the above cycle as required.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-4A
Limitations
POWER PLANT LIMITATIONS
Engine Starting Cycle Limits
Using external power, the starting cycle shall be limited to the
following intervals and sequence:
seconds ON - 120 seconds OFF,
20 seconds ON seconds OFF,
seconds ON - 60 minutes OFF.
Repeat the above cycle as required.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-5
POWER PLANT LIMITATIONS
Engine Starting Cycle Limits
Using external power, the starting cycle shall be limited to the
following intervals and sequence:
20 seconds ON - 120 seconds OFF,
20 seconds ON - 120 seconds OFF,
20 seconds ON - 60 minutes OFF.
Repeat the above cycle as required.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-5A
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 (10)
Maximum (4), (13)
Climb
Maximum (4), (14)
Cruise
Idle
---
740
685 (15)
101.6
1,900
10 to 99
675
101.6
1,900 85 to 105
0 to 99
675
101.6
1,900 85 to 105
0 to 99
---
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
40
-40 to 99
minimum
L-6
---
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
805 (10)
101.6
1,900 85 to 105 10 to 99
675
Maximum (4), (13)
Climb
765
101.6
1,900 85 to 105
0 to 99
675
Maximum (4), (14)
Cruise
740
101.6
1,900 85 to 105
0 to 99
675
685 (15)
52 Minimum
Idle
(1), (4)
---
---
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
40
-40 to 99
minimum
L-6A
---
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)
Maximum
Reverse (5)
Transient 2400 (6)
Starting
---
Maximum
Rated (8)
1865
85 to 105
101.6
850 (11)
102.6 (11)
2090
---
0 to 99
--0 to 104 (12)
---
---
---
-40 Minimum ---
101.6
1900
805
Cessna Caravan I
Revision 0.1
0 to 99
805
FOR TRAINING PURPOSES ONLY
10 to 99
L-7
675
675
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)
Maximum
Reverse (5)
1865
Transient 2400 (6)
1825 85 to 105
101.6
850 (11)
102.6 (11)
2090
---
0 to 99
--0 to 104 (12)
---
---
-40 Minimum ---
Starting
---
1090 (11)
---
Maximum
Rated (8)
1865
805
101.6
1900 85 to 105 10 to 99
Cessna Caravan I
Revision 0.1
0 to 99
805
FOR TRAINING PURPOSES ONLY
L-7A
675
675
Limitations
WEIGHT LIMITS
(208)
Maximum Ramp Weight ................................................. ?
Maximum Takeoff Weight ............................................... ?
Maximum Landing Weight . ............................................ ?
(208B)
Maximum Ramp Weight ................................................. ?
Maximum Takeoff Weight ............................................... ?
Maximum Landing Weight . ............................................ ?
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-8
WEIGHT LIMITS
(208)
Maximum Ramp Weight ............................. 8035 Pounds
Maximum Takeoff Weight ........................... 8000 Pounds
Maximum Landing Weight . ........................ 7800 Pounds
(208B)
Maximum Ramp Weight ............................. 8785 Pounds
Maximum Takeoff Weight ........................... 8750 Pounds
Maximum Landing Weight . ........................ 8500 Pounds
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-8A
Limitations
Fuel limitations
Total Fuel
Usable Fuel
Unusable Fuel
Both Tanks
Each Tank
Both Tanks ON
Single Tank ON
165.0 U.S. gallons
Both Tanks ON
Single Tank ON
Cessna Caravan I
Revision 0.1
167.8 U.S. gallons
FOR TRAINING PURPOSES ONLY
2.8 U.S. gallons
L-9
Fuel limitations
Total Fuel
Usable Fuel
Unusable Fuel
Both Tanks
335.6 U.S. gallons
Each Tank
167.8 U.S. gallons
Both Tanks ON
332.0 U.S. gallons
Single Tank ON
165.0 U.S. gallons
Both Tanks ON
3.6 U.S. gallons
Single Tank ON
2.8 U.S. gallons
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-9A
Limitations
FUEL LIMITATIONS
With low fuel reserves (FUEL LOW annunciator(s) ON), continuous
uncoordinated flight with the turn and bank “ball” more than onequarter ball out of center position is
. Unusable fuel
quantity increases when more severe sideslip is maintained.
Due to possible fuel starvation, maximum full rudder sideslip
duration time is
minutes.
Maximum fuel unbalance in flight is
pounds.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-10
FUEL LIMITATIONS
With low fuel reserves (FUEL LOW annunciator(s) ON), continuous
uncoordinated flight with the turn and bank “ball” more than onequarter ball out of center position is prohibited. Unusable fuel
quantity increases when more severe sideslip is maintained.
Due to possible fuel starvation, maximum full rudder sideslip
duration time is three minutes.
Maximum fuel unbalance in flight is 200 pounds.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-10A
Limitations
MAXIMUM OPERATING ALTITUDE LIMIT
Certificated Maximum Operating Altitudes:
Non-Icing Conditions ............................................................. ?
Icing Conditions (if so equipped) ........................................... ?
Any conditions with any ice on the airplane .......................... ?
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-11
MAXIMUM OPERATING ALTITUDE LIMIT
Certificated Maximum Operating Altitudes:
Non-Icing Conditions ............................................ 25,000 Feet
Icing Conditions (if so equipped) .......................... 20,000 Feet
Any conditions with any ice on the airplane ......... 20,000 Feet
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-11A
Limitations
OUTSIDE AIR TEMPERATURE LIMITS
Cold Day . .............................
from sea level to 25,000 feet.
Hot Day:
Ground Operations .............
Flight Operations . ..... ISA
from sea level to 5000 feet
ISA
above 5000 feet
from sea level to 25,000 feet
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-12
OUTSIDE AIR TEMPERATURE LIMITS
Cold Day . ............................. -54°C from sea level to 25,000 feet.
Hot Day:
Ground Operations ............. +53°C from sea level to 5000 feet
ISA +37°C above 5000 feet
Flight Operations . ..... ISA +35°C from sea level to 25,000 feet
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-12A
Limitations
FLAP LIMITATIONS
Approved Takeoff Range ..................................................... ?
Approved Landing Range ................................................... ?
Approved Landing Range in Icing Conditions .................... ?
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-13
FLAP LIMITATIONS
Approved Takeoff Range ........................................ 0° to 20°
Approved Landing Range ...................................... 0° to 30°
Approved Landing Range in Icing Conditions ....... 0° to 20°
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-13A
Limitations
TYPE II, TYPE III OR TYPE IV
ANTI-ICE FLUID TAKEOFF LIMITATIONS
FLAP LIMITATIONS
Takeoff Flaps Setting ...................................................... ?
AIRSPEED LIMITATIONS
(208) Takeoff Rotation Speed ......................................... ?
(208B) Takeoff Rotation Speed ...................................... ?
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-14
TYPE II, TYPE III OR TYPE IV
ANTI-ICE FLUID TAKEOFF LIMITATIONS
FLAP LIMITATIONS
Takeoff Flaps Setting .................................................... 0°
AIRSPEED LIMITATIONS
(208) Takeoff Rotation Speed ............................. 89 KIAS
(208B) Takeoff Rotation Speed .......................... 83 KIAS
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-14A
Limitations
FLIGHT IN KNOWN ICING VISUAL CUES
During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual cues.
1. Unusually extensive ice is accreted on the airframe in areas not
normally observed to collect ice.
2. Accumulation of ice on the upper or lower surface of the
the protected area.
3. Heavy ice accumulations on the
the curved sections on the windshield.
, or when ice forms aft of
4. Ice forms aft of the protected surfaces of the
Cessna Caravan I
Revision 0.1
aft of
FOR TRAINING PURPOSES ONLY
.
L-15
FLIGHT IN KNOWN ICING VISUAL CUES
During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual cues.
1. Unusually extensive ice is accreted on the airframe in areas not
normally observed to collect ice.
2. Accumulation of ice on the upper or lower surface of the wing aft of
the protected area.
3. Heavy ice accumulations on the windshield, or when ice forms aft of
the curved sections on the windshield.
4. Ice forms aft of the protected surfaces of the wing struts.
Cessna Caravan I
Revision 0.1
FOR TRAINING PURPOSES ONLY
L-15A