The best safety device in any aircraft is a well trained crew. TM
FlightSafety International, Inc.  Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371  (718) 565-4100  www.FlightSafety.com
Cessna Caravan 208/208B/EX G1000
Pilot Training Manual
PILOT TRAINING MANUAL
Revision 3.3
Cessna
REVISION
3.3
Caravan 208/208B/EX
G1000
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 publication is based on information obtained from the
aircraft and avionics manufacturers’ manuals. It is to be used for familiarization and
training purposes only.
At the time of release it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or
regulatory agencies, that of the manufacturer or regulatory agencies shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this material or any other aspect of our
training program.
NOTICE
These commodities, technology or software were exported from
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F O R T R A I N I N G P U R P O S E S O N LY
Copyright © 2017 FlightSafety International, Inc.
Unauthorized reproduction or distribution is prohibited.
All rights reserved.
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Original......................... 0.0............ April 2008
Revision........................ 1.0...November 2008
Revision........................ 2.0...December 2009
Revision........................ 2.1........ August 2010
Revision........................ 2.2.......January 2013
Revision........................ 3.0......... March 2013
Revision........................ 3.1............ May 2013
Revision........................ 3.2........ August 2016
Revision........................ 3.3...... October 2017
NOTE:
Revision numbers in footers occur at the bottom of every page that has technical
changes to the text and/or illustrations. Reflow of pages, grammatical, or
typographical changes that do not affect the meaning are excluded from this list.
Page No.
*Revision No.
Cover ..................................................... 3.3
i—vi ........................................................ 3.3
1-i—1-iv ................................................. 2.2
1-1 ......................................................... 2.2
1-2—1-3 ................................................ 3.0
1-4 ......................................................... 2.2
1-5—1-6 ................................................ 3.0
1-7 ......................................................... 3.2
1-8 ......................................................... 2.2
2-i—2-iv ................................................. 2.2
2-1 ......................................................... 2.2
2-2 ......................................................... 3.0
2-3—2-10 .............................................. 2.2
3-i—3-iv ................................................. 2.2
3-1 ......................................................... 2.2
3-2—3-6 ................................................ 3.0
3-7—3-8 ................................................ 2.2
4-i—4-iv ................................................. 2.2
4-1—4-2 ................................................ 2.2
4-3 ......................................................... 3.0
4-4 ......................................................... 3.3
4-5—4-6 ................................................ 2.2
5-i—5-iv ................................................. 2.2
5-1 ......................................................... 2.2
5-2 ......................................................... 3.2
5-3 ......................................................... 2.2
5-4—5-9 ................................................ 3.0
5-10 ....................................................... 2.2
6-i—6-ii .................................................. 2.2
Page No.
*Revision No.
7-i—7-iv ................................................. 2.2
7-1—7-4 ................................................ 3.0
7-5 ......................................................... 2.2
7-6 ......................................................... 3.0
7-7 ......................................................... 2.2
7-8—7-10 .............................................. 3.0
7-11 ....................................................... 2.2
7-12—7-17 ............................................ 3.0
7-18 ....................................................... 2.2
7-19 ....................................................... 3.2
7-20—7-23 ............................................. 3.0
7-24 ....................................................... 2.2
8-i—8-iv ................................................. 2.2
8-1—8-2 ................................................ 2.2
8-3 ......................................................... 3.0
8-4 ......................................................... 2.2
9-i—9-iv ................................................. 2.2
9-1—9-4 ................................................ 3.0
10-i—10-iv ............................................. 2.2
10-1—10-2 ............................................ 2.2
10-3 ....................................................... 3.0
10-4—10-5 ............................................ 2.2
10-6—10-9 ............................................ 3.0
10-10 ..................................................... 2.2
10-11 ..................................................... 3.2
10-12 ..................................................... 3.0
11-i—11-iv ............................................. 2.2
11-1—11-2 ............................................ 2.2
11-3—11-7 ............................................ 3.1
*Zero in this column indicates an original page.
Page No.
*Revision No.
11-8 ....................................................... 2.2
11-9—11-10 .......................................... 3.0
12-i—12-ii .............................................. 2.2
13-i—13-ii .............................................. 2.2
14-i—14-iv ............................................. 2.2
14-1—14-2 ............................................ 2.2
14-3—14-4 ............................................ 3.0
14-5—14-6 ............................................ 2.2
15-i—15-iv ............................................. 2.2
15-1—15-2 ............................................ 2.2
15-3—15-6 ............................................ 3.0
15-7—15-8 ............................................ 2.2
16-i—16-viii ........................................... 3.1
Page No.
*Revision No.
16-1—16-7 ............................................ 3.1
16-8 ....................................................... 3.2
16-9—16-38 ........................................... 3.1
17-i—17-iv ............................................. 2.2
17-1—17-4 ............................................ 2.2
18-i—18-ii .............................................. 3.3
19-i—19-ii .............................................. 2.2
20-i—20-ii .............................................. 2.2
21-i—21-ii .............................................. 3.3
WA-1—WA-2 .......................................... 3.3
APP-1 .................................................... 3.2
APP-2 .................................................... 2.2
*Zero in this column indicates an original page.
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
OXYGEN SYSTEMS
Chapter 18
MANEUVERS AND PROCEDURES
Chapter 19
WEIGHT AND BALANCE
Chapter 20
FLIGHT PLANNING AND PERFORMANCE
Chapter 21
CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION.................................................................................................................. 1-1
Model Differences........................................................................................................... 1-1
STRUCTURES....................................................................................................................... 1-2
Fuselage........................................................................................................................... 1-2
Wings............................................................................................................................... 1-2
Empennage...................................................................................................................... 1-2
AIRCRAFT SYSTEMS.......................................................................................................... 1-2
Alerts, Cautions, and Warnings....................................................................................... 1-6
Electrical System............................................................................................................. 1-6
Lighting System.............................................................................................................. 1-6
Fuel System..................................................................................................................... 1-6
Powerplant....................................................................................................................... 1-7
Ice and Rain Protection................................................................................................... 1-7
Landing Gear and Brakes................................................................................................ 1-7
Flight Controls................................................................................................................. 1-7
Oxygen System............................................................................................................... 1-8
LIMITATIONS........................................................................................................................ 1-8
EMERGENCY/ABNORMAL................................................................................................ 1-8
Revision 2.2
FOR TRAINING PURPOSES ONLY
1-i
ILLUSTRATIONS
Figure
Title
Page
1-1. EX Exterior Picture................................................................................................. 1-2
1-2. Exterior Dimensions - Grand Caravan EX.............................................................. 1-3
1-3. Exterior Dimensions - 208....................................................................................... 1-4
1-4. Minimum Turning Radii - Grand Caravan EX........................................................ 1-5
TABLES
Table
1-1. Revision 2.2
Title
Page
CAS ANNUNCIATIONS........................................................................................ 1-8
FOR TRAINING PURPOSES ONLY
1-iii
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual describes the airframe and engine systems in the Cessna Grand Caravan
EX aircraft. 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 aircraft appearance or system operation is covered during academic training and
subsequent revisions to this manual. This chapter provides a general description of the aircraft
structures and systems.
GENERAL
The Grand Caravan EX is a general-utility allmetal, high-wing, single-engine, tricycle landing
gear aircraft. A composite cargo pod is available
on all versions except for float-equipped aircraft.
MODEL DIFFERENCES
Cargomaster, and Grand Caravan EX. 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. Figure 1-4 shows the minimum
turning radii.
The Cessna Caravan is produced as the 208
Caravan 675, 208B Grand Caravan, 208B Super
Revision 2.2
FOR TRAINING PURPOSES ONLY
1-1
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 1-1. Grand Caravan EX Exterior Picture
STRUCTURES
FUSELAGE
The fuselage has a conventional formed sheet
metal bulkhead, stringer, and semimonocoque skin
design. The main components are:
• Front and rear carry-through spars (wings
attach to these spars)
• Bulkhead
• Main landing gear attachment forgings
• Bulkhead with attaching plates at its base for
strut-to-fuselage attachment of wing struts
the trailing edge of the elevator by full-length piano
hinges. Both elevator tip leading-edge extensions
provide aerodynamic balance with balance weights.
A row of vortex generators on top of the horizontal stabilizer forward of the elevator enhances nose
down elevator and trim authority.
AIRCRAFT SYSTEMS
This section describes the following aircraft
systems:
• Crew alerting system (CAS) Annunciations
• Electrical system
• Lighting system
WINGS
• Fuel system
The externally braced wings have integral fuel
tanks. The wings have a front and rear spar with
formed sheet metal ribs, as well as doubler and
stringers. An aluminum skin covers the entire wing.
• Powerplant
EMPENNAGE
• Flight controls
The empennage has a conventional vertical stabilizer, rudder, horizontal stabilizer, and elevator. The
leading-edge extension on the top of the rudder has
a balance weight. An elevator trim tab attaches to
1-2
• Ice and rain protection
• Landing gear and brakes
• Oxygen system
Each system is described in detail in its respective
chapter in this training manual.
FOR TRAINING PURPOSES ONLY
Revision 3.0
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
15 FEET 5.5 INCHES
MAX.
41 FEET 7 INCHES
PIVOT POINT
PIVOT POINT
20 FEET 6 INCHES
52 FEET 1 INCH
106 INCHES (Hartzell)
11 FEET 8 INCHES
Figure 1-2. Exterior Dimensions - Grand Caravan EX
Revision 3.0
FOR TRAINING PURPOSES ONLY
1-3
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
14 FEET 10 INCHES
MAX.
37 FEET 7 INCHES
PIVOT POINT
PIVOT POINT
20 FEET 6 INCHES
52 FEET 1 INCH
106 INCHES (McCAULEY)
11 FEET 8 INCHES
Figure 1-3. Exterior Dimensions - 208
1-4
FOR TRAINING PURPOSES ONLY
Revision 2.2
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
67 FEET 3.6 INCHES (WITH STROBE LIGHTS)
33 FEET 6.5 INCHES
(WITH STROBE LIGHTS)
12 FEET 9.7 INCHES
PIVOT POINT
11 FEET
7.0 INCHES
PIVOT POINT
NOTE:
MINIMUM TURNING RADIUS WITH BRAKE
LOCKED, FULL RUDDER, AND POWER
Figure 1-4. Minimum Turning Radii - Grand Caravan EX
Revision 3.0
FOR TRAINING PURPOSES ONLY
1-5
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ALERTS, CAUTIONS, AND
WARNINGS
Alerts, cautions, and warnings are indicated
through CAS Annunciations on each primary flight
display (PFD 1 and PFD 2).
ELECTRICAL SYSTEM
The aircraft uses a 28 volt, direct current (VDC)
electrical system. A 24 volt battery and a startergenerator supply primary power to the aircraft.
Additional power is available through an external
power receptacle and a standby alternator, which
is standard on the aircraft.
NOTE
On 675 SHP Caravans a single postlight on the overhead panel illuminates
both flap switches and integral lights
and floodlights illuminate the instrument panel.
FUEL SYSTEM
The aircraft fuel system includes:
• Two vented, integral fuel tanks with shutoff
valves
• Fuel-selectors-off warning system
DC power is routed through a power distribution
bus, a battery bus, an avionics bus, and a standby
alternator bus. CAS Annunciations indicate Emergency (Red), Abnormal Conditions (Amber) and
Information (White).
• Fuel reservoir
LIGHTING SYSTEM
• Firewall shutoff valve
• Ejector fuel pump
• Electric auxiliary boost pump
• Reservoir manifold assembly
• Fuel filter
Exterior lighting includes:
• Oil-to-fuel heater
• Navigation lights
• Engine-driven fuel pump
• Landing lights
• Fuel control unit
• Taxi recognition lights
• Flow divider
• Strobe lights
• Dual manifolds
• Flashing beacon
• Fourteen fuel nozzle assemblies
• Underwing courtesy lights
• Ecology Tank
• Ice detection light
NOTE
All exterior lights, except for the ice detection light,
are controlled by toggle switches on the lighting
control panel on the left side of the instrument
panel. The ice detection light is controlled by a
toggle switch on the ANTI-ICE switch panel.
The overhead panel on the Grand Caravan EX is
blacklit. A recessed light illuminates the oxygen
gauge. The integral lights illuminate the high frequency (HF), automatic direction finder (ADF)
standby, and radio instruments internally. Note that
the G1000 provides its own blacklighting illuminating the instrument panel.
1-6
On 675 SHP Caravans the ecology tank
is replaced with a 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 fuel selectors
on the overhead panel. 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.
FOR TRAINING PURPOSES ONLY
Revision 3.0
POWERPLANT
A Pratt and Whitney of Canada, Ltd. PT6A-140
free-turbine, two-shaft engine powers the aircraft.
The free-turbine engine uses two independent turbines: one drives a compressor in the gas generator section and one drives a reduction gear for the
propeller. The turbine is rated at 867 hp.
NOTE
675 SHP Caravans are powered by
a Pratt and Whitney of Canada, Ltd.
PT6A-114A free-turbine, two shaft
engine.
All engine-driven accessories, except for the propeller tachometer-generator and propeller governors, are on the accessory gearbox (AGB) at the
rear of the engine. The engine accessories are driven by the compressor turbine via a coupling shaft
that extends the drive through a conical tube in the
oil tank center section.
An internal tank contains the main portion of the
engine oil supply. The tank, which forms part of the
compressor inlet case, has a capacity of 9.5 U.S.
quarts and includes a dipstick and drain plug. Total
oil system capacity, including tank, engine sumps,
lines, and filter, is 14 U.S. quarts.
ICE AND RAIN PROTECTION
The fluid-based ice and rain protection system
exudes a filmy ice protection fluid (TKS) from
porous panels on the leading edges of the aircraft.
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 displacement, constant volume metering pumps supply fluid to the panels and
propeller.
Revision 3.2
Single and combined pump operation and timed
pumping provide a range of flow rates for different icing conditions. An on-demand gear pump
supplies fluid to the windshield spray bar for clear
vision through the windshield.
LANDING GEAR AND BRAKES
The tricycle landing gear has a steerable nosewheel
and two main wheels. Shock absorption is by the
following:
• The tubular spring-steel main landing gear
struts
• Interconnecting spring-steel tube between
the two main landing gear struts
• Nose gear oil-filled shock strut and springsteel 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
The control surfaces are manually operated with a
control wheel, mechanically linked to the ailerons,
spoilers, and elevator, and rudder/brake pedals.
The wing spoilers improve lateral control of the
aircraft at low speeds by disrupting lift over the
appropriate flap.
A trimmable servo tab on the right aileron provides
aileron trim. Elevator trim is controlled through
two elevator trim tabs. A vertical control wheel on
the top left side of the control pedestal is used to
control pitch trim, and a horizontal wheel is used
to control rudder trim.
FOR TRAINING PURPOSES ONLY
1-7
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
OXYGEN SYSTEM
LIMITATIONS
An oxygen system is available for supplemental
oxygen necessary for continuous flight at high altitude or for use if smoke or other noxious fumes are
detected in the cabin.
For specific information on limitations, refer to the
FAA-approved (AFM).
Passenger models of the aircraft have a 116.95cubic foot oxygen bottle and 10 or 17 oxygen
ports, depending on the model. Cargo models have
a 50.67 cubic-foot oxygen bottle and two oxygen
ports, with the option for the 116.95-cubic foot
bottle.
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
The oxygen system includes an oxygen cylinder,
oxygen outlets and masks, and an oxygen pressure gauge.
Table 1-1. CAS ANNUNCIATIONS
MESSAGE
DOOR UNLATCHED
1-8
DESCRIPTION
Indicates the upper cargo door and/or upper aft passenger door (passenger
version only) are not latched.
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
INTRODUCTION.................................................................................................................. 2-1
ELECTRICAL SYSTEM....................................................................................................... 2-2
Description...................................................................................................................... 2-2
Components..................................................................................................................... 2-2
Controls and Indications.................................................................................................. 2-5
Operation......................................................................................................................... 2-7
LIMITATIONS........................................................................................................................ 2-9
EMERGENCY/ABNORMAL................................................................................................ 2-9
QUESTIONS........................................................................................................................ 2-10
Revision 2.2
FOR TRAINING PURPOSES ONLY
2-i
2 ELECTRICAL POWER
SYSTEMS
Page
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
2-1. Title
Page
Electrical System..................................................................................................... 2-2
2-3. Starter-Generator..................................................................................................... 2-4
2-4. Ground Service Receptacle..................................................................................... 2-4
2-5. Left Sidewall Switch Panel...................................................................................... 2-5
2-6. Voltage and Amperage Indications.......................................................................... 2-6
2-7. Grand Caravan EX CB Panel................................................................................... 2-7
2-8. 208B CB Panels....................................................................................................... 2-7
TABLES
Table
2-1. Revision 2.2
Title
Page
CAS ANNUNCIATIONS........................................................................................ 2-9
FOR TRAINING PURPOSES ONLY
2-iii
2 ELECTRICAL POWER
SYSTEMS
2-2. Electrical System - Battery..................................................................................... 2-3
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS
CHAPTER 2
ELECTRICAL POWER SYSTEMS
INTRODUCTION
This chapter describes the electrical system and standby electrical system in the Cessna Grand
Caravan EX aircraft.
GENERAL
The aircraft has a 28 VDC electrical system. The
system 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, which is
standard equipment on the aircraft.
Revision 2.2
DC power is routed through a power distribution
bus, a battery bus, an avionics bus, and a standard,
standby alternator bus. Controls and warnings
are provided to indicate emergency and abnormal
conditions.
FOR TRAINING PURPOSES ONLY
2-1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ELECTRICAL SYSTEM
switch is ON. All DC buses are powered on when
the BATTERY switch and the two AVIONICS
switches are ON.
DESCRIPTION
A standby electrical system is available as a power
source if the main generator system malfunctions.
2 ELECTRICAL POWER
SYSTEMS
The aircraft 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,
which acts as a motor during engine start and as a
generator after engine start.
COMPONENTS
Lead-Acid Battery
When operating as a generator, the starter-generator powers the aircraft systems and maintains the
battery charge. Power to most general electrical and
all avionics circuits is through two general buses,
two avionics buses, and a battery bus.
A 24 volt, lead-acid battery supplies starting power.
The battery is on the right forward side of the firewall on a swing-out tray for easy maintenance.
The battery absorbs voltage spikes, which are particularly damaging to electronic components. As
such, ensure that the battery is well maintained and
never turn it off during normal operation.
The hot battery bus energizes continuously for
cabin/courtesy lighting and other functions requiring power when the two general buses are off. The
two general buses are on when the BATTERY
ALTERNATOR
STARTER/GENERATOR
GENERATOR
CONTACTOR
ALT
SHUNT
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
GENERATOR
CONTROL
UNIT
ALTERNATOR
CONTACTOR
STANDBY
POWER
SWITCH
NO 1
BUS
INTERNAL
START
CONTACTOR
STANDBY
POWER CIRCUIT
BREAKER
ALTERNATOR
BUS
EXTERNAL
START
CONTACTOR
GROUND
POWER
MONITOR
AVIONICS
STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
BUS
EXTERNAL
POWER
CONTACTOR
BATTERY
CONTACTOR
NO. 1 AVIONICS
POWER SWITCH
BATT
SHUNT
BATTERY
SWITCH
BUS TIE
SWITCH
NO 1
TO HOURMETER
NO. 2 AVIONICS
POWER SWITCH
TO CABIN LIGHTS
BATTERY
TO ELT
TO ETM
TO ANTI-CYCLE SWITCH
BATTERY BUS
POWER
DISTRIBUTION
BUS
NO 2
Figure 2-1. Electrical System
2-2
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
BOX PIVOT
2 ELECTRICAL POWER
SYSTEMS
POWER CABLE LATCH
RELEASE LATCH
BATTERY VENT LINE
POWER CABLE
FIREWALL
Figure 2-2. Electrical System - Battery
The battery is in its own manifold case. The case
helps contain the hydrogen gas emitted by the battery during normal charging cycles. The battery
case is ventilated to prevent a concentrated accumulation of hydrogen within the airframe. The
overboard vent also serves as a drain for any acid
condensate produced during system charging.
generator functions as a starter. Above 46%, the
starter-generator functions as a generator when the
STARTER switch is positioned to OFF. The GCU
regulates voltage and protects the system from high
voltage and reverse current.
WARNING
The starter-generator is on the engine accessory
gearbox (AGB) at the 12 o’clock position and is
driven by the engine through a splined shaft. The
starter-generator functions as starter during engine
start and as a generator once the engine is at idle
speed. The battery or an external power source
powers the starter-generator.
Battery acid is very corrosive and hydrogen gas is highly explosive. Take
measures to protect personnel and the
aircraft when handling the lead-acid
battery.
Generator Control Unit
The generator control unit (GCU) is inside the
cabin on the left forward fuselage side wall. The
GCU provides the electrical control functions of
the starter-generator.
The GCU allows automatic starter cutoff when the
engine rpm is above 46%. Below 46%, the starter-
Revision 2.2
Starter-Generator
After engine start, the unit acts as a 28 volt, 200
amp, or optional 300 amp, generator that powers
the electrical equipment and charges the battery.
The GCU controls the starter-generator when it
operates as a generator. An integral fan and blast
tube above the oil cooler in the air inlet on the right
forward cowling cools the starter-generator. The
unit has a speed sensor for overspeed protection
and automatic starter shutoff.
FOR TRAINING PURPOSES ONLY
2-3
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
2 ELECTRICAL POWER
SYSTEMS
Grand Caravan EX
208
Figure 2-3. Starter-Generator
Ground Service Plug
Receptacle
A ground service plug receptacle permits the use of
an external power source for cold weather starting
and during lengthy maintenance on the electrical
and avionics equipment.
External power control circuits prevent an external
power to battery connection during the start. The
external power receptacle is in the left side of the
engine compartment near the firewall.
The ground service circuit has polarity reversal and
overvoltage protection. Power from the external
power source flows only if the ground service plug
is connected correctly to the aircraft.If the plug is
accidentally connected backwards or if the ground
service voltage is too high, no power flows to the
electrical system, thereby preventing damage to the
electrical equipment.
Ground Power Monitor
The ground power monitor is inside the electrical
power control assembly on the forward left side of
the firewall. The monitor 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.
2-4
Figure 2-4. Ground Service Receptacle
Standby Electrical System
The standby electrical system has the following
components:
• 75 amp alternator, belt-driven from the
accessory pad on the rear of the engine
• Alternator control unit (ACU) forward of
the CB panel
• Standby alternator contactor on the left side
of the firewall
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
• Generator
• Standby power
The EXTERNAL POWER switch is a guarded,
three-position switch. The switch has OFF, STARTER, and BUS positions and is guarded in the OFF
position.
The OFF position allows external power to the
ground power monitor only, with no other circuits
receiving power.
The STARTER position applies external power to
the starter circuit only, with battery power applied
to the main bus. In the STARTER position, no generator power is available.
The BUS position applies power to the distribution
bus, with no external power supplied to the starter.
To connect the battery to the power distribution
bus and external power, position the BATTERY
switch to ON.
BATTERY Switch
The BATTERY toggle switch has ON and OFF
positions. The ON position supplies battery power
to the two general buses. The OFF position deactivates power to all buses except the battery bus.
GENERATOR Switch
Figure 2-5. Left Sidewall Switch Panel
• Two switches on the left sidewall switch
panel–AVIONICS STBY PWR and AVIONICS BUS TIE
CONTROLS AND INDICATIONS
The main controls of the electrical system are on
the left sidewall switch panel and include controls
for:
• External power
• Battery
Revision 2.2
The GENERATOR switch is a three-position
switch, spring-loaded to the center ON position.
The switch can be pressed to the RESET or TRIP
positions.
AVIONICS STBY PWR Switch
The guarded, two-position AVIONICS STBY PWR
switch is used to control the standby electrical
system.
AVIONICS BUS TIE Switch
The AVIONICS BUS TIE switch is a two-position
switch, guarded in the OFF position. Lifting the
FOR TRAINING PURPOSES ONLY
2-5
2 ELECTRICAL POWER
SYSTEMS
EXTERNAL POWER Switch
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
STARTER Switch
The starter-generator is located on the left sidewall
switch panel. The switch has OFF, START, and
MOTOR positions.
2 ELECTRICAL POWER
SYSTEMS
The OFF position closes the generator contactor
and allows generator power to run the electrical
system.
See Powerplant, Chapter 7, for information regarding MOTOR and START.
VOLTAGE and AMPERAGE
Indications
Electrical system information is indicated on the
multifunction flight display (MFD) (non-reversionary mode). Battery current (BAT AMPS) and bus
voltage (BUS VOLTS) are indicated on the default
EIS–ENGINE page.
Figure 2-6. Voltage and Amperage
Indications
guard and positioning the switch to ON connects
the No. 1 and No. 2 avionics buses if either bus
feeder circuit fails.
A current limiter on the power distribution bus
powers each avionics bus. If either current limiter
fails, the affected bus also fails. Placing the avionics bus tie switch to the ON position restores
power to the failed bus. Operating without both
bus feeder circuits requires an avionics load reduction, depending on the equipment installed on the
aircraft.
AVIONICS Switches
The AVIONICS 1 switch controls power to the No.
1 avionics bus. The AVIONICS 2 switch controls
power to the No. 2 avionics bus. The switches are
ON in the forward position and OFF in the aft
position.
2-6
Pressing the ENGINE softkey, and then pressing the SYSTEM softkey displays the EIS–SYSTEM pages, which display generator current (GEN
AMPS) and bus voltage (BUS VOLTS). A negative display on the BAT AMPS indicates battery
discharge.
Circuit Breakers
Most of the electrical circuits in the aircraft are protected by pull-off circuit breakers on the left side
CB panel. Supplying the battery bus are six circuit
breakers, which are forward of the firewall, inside
the left engine cowling.
If an overload occurs in any circuit, the controlling
circuit breaker trips, opening the circuit. Allow the
circuit breaker to cool for approximately 3 minutes,
and then reset it.
WARNING
Ensure that all circuit breakers are
pushed in before all flights. Never
operate with tripped circuit breakers
without thorough knowledge of the
consequences.
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
OPERATION
Preflight
Two deck skin fans cool the avionics system during operation. To check deck skin fans, position
the BATTERY switch to ON. Verify that fan operation is audible. Select AVIONICS No. 1 switch to
ON, check operation of pilots PFD. Repeat same
procedure for AVIONICS No. 2. When finished,
position both AVIONICS switches to OFF and the
BATTERY switch to OFF.
Starting
Positioning the BATTERY switch to ON applies
battery power to the battery contactor and connects the battery to the power distribution bus, the
internal start contactor, and the generator contactor.
Figure 2-7. Grand Caravan EX CB Panel
CIRCUIT BREAKER PANEL
LEFT SIDEWALL SWITCH PANEL
Figure 2-8. 208B CB Panels
Revision 2.2
FOR TRAINING PURPOSES ONLY
2-7
2 ELECTRICAL POWER
SYSTEMS
During the preflight internal inspection, position all
switches to OFF and push in all circuit breakers. If
the aircraft has an air conditioner, position the air
conditioner controls to OFF.
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Battery voltage also is applied to the GCU to provide line contactor sense. Positioning the BATTERY switch to OFF opens the battery contactor
and applies battery voltage to the battery bus only.
When these conditions are met, the GCU signals
the internal starter contactor to close and applies
power to the starter.
2 ELECTRICAL POWER
SYSTEMS
When the speed sensor in the starter-generator
detects speed greater than 46% Ng, it signals the
GCU to open the internal start contactor. When the
contactor opens, power is removed from the starter. The GCU does not bring the generator online
because the STARTER switch is still positioned
at START.
When external power is applied to the aircraft, the
configuration is different than when internal power
is applied to the aircraft.
The difference between an external power start
and a battery start below 46% Ng is that the starter obtains 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%. The difference is
the GCU opens the external start contactor instead
of the internal start contactor when the speed sensor signal exceeds 46% Ng.
During A Battery Start
After the engine starts and Ng reaches at least
55%, position the STARTER switch to OFF. The
OFF position signals the GCU that the start cycle
is complete. The GCU then signals the generator to
produce power. The GCU also signals the generator contactor to close, which thus applies power to
the power distribution bus. Since the battery voltage is lower than the generator output voltage, the
generator recharges the battery to full capacity. The
higher voltage extinguishes the VOLTAGE LOW
CAS Annunciations.
NOTE
During An External Power Start
Position the EXTERNAL POWER switch to OFF,
and then turn off and disengage the external power
unit.
Check the GEN (generator) load on the engine
indications, and verify that the GENERATOR OFF
CAS message disappears and the BAT AMPS are
charging.
Position the FUEL BOOST switch to NORM,
and then verify that the FUEL BOOST ON CAS
Annunciations does not appear. Position the AVIONICS No. 2 switch to ON, and position the NAV
LIGHTS to ON or OFF as desired. Position the
cabin heating, ventilation, and defrosting controls
as desired.
Standby Electrical Power
System
Current to the ACU is supplied through diode logic
either from a circuit breaker in the standby alternator or the hourmeter/ ACU circuit breaker in the
main power relay box. After the alternator control
unit (ACU) begins operation, the alternator is self
energized.
To monitor total amperage from the standby electrical system, position the system button on the lower
left side of the MFD to SYSTEM.
When the standby electrical system energizes,
standby power automatically routes to the main
buses if system voltage drops to 27.5 volts.
Verify that the AVIONICS STBY PWR and AVIONICS BUS TIE switches are positioned to ON.
All main electrical components on current aircraft
remain the same.
If a fault in the primary power relay box occurs,
isolate the primary power supply system. (Pull the
six, 30 amp bus feeder circuit breakers, and then
turn off both AVIONICS switches.) Power the avionics by turning on both the AVIONICS STBY
PWR and AVIONICS BUS TIE switches.
All 675 SHP Caravans will have a minimum idle Ng speed of 52%.
2-8
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
2 ELECTRICAL POWER
SYSTEMS
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Table 2-1. CAS ANNUNCIATIONS
MESSAGE
VOLTAGE LOW
DESCRIPTION
Indicates electrical system bus voltage is less than 24.0 volts prior to engine start
or less than 24.5 volts with engine running and power is being supplied from the
battery.
* - In 675 SHP Caravans this CAS Annunciation indicates less than 24.5.
VOLTAGE HIGH
Indicates electrical system bus voltage is greater than 32.0 volts
ALTNR AMPS
Indicates that the alternator output is les than -10 amps or greater than 75 amps.
GENERATOR AMPS
Indicates that the generator output is less than -10 amps or greater than 200 amps
(-15/300 with 300 amp starter generator).
GENERATOR OFF
Indicates that the generator is not connected to the electrical bus with engine
running.
STARTER ON
Indicates the starter-generator is operating in starter mode.
STBY PWR INOP
Indicates electrical power is not available from the standby alternator.
STBY PWR ON
Indicates that the standby alternator is generating electrical power.
Revision 2.2
FOR TRAINING PURPOSES ONLY
2-9
CARAVAN 208/208B/EX G1000 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 firewall
D. On the floor behind the pilot seat
2 ELECTRICAL POWER
SYSTEMS
2. The lead-acid battery case is vented to prevent:
A. Concentrated accumulation of hydrogen
gas in the airframe
B. Pressure differential in the battery
C. Contamination from ambient air
D. Overcharging of the battery
3. The generator control unit (GCU) controls
operation of the:
A. Generator only
B. Starter only
C. Starter-generator
D. Standby electrical system
7. When the EXTERNAL POWER switch is
positioned to BUS:
A. External power is applied to the 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
8. The standby electrical system:
A. Is powered by the battery
B. Is powered by the engine-driven generator
C. Is powered by a belt-driven alternator
D. Is actuated by the ground power monitor
4. The ground power monitor:
A. Protects the electrical system
B. Controls the external generator
C. Senses operation of the starter generator
D. Regulates generator output
5. The voltmeter and its associated selector button are used to read:
A. Generator current
B. Alternator current
C. Battery current
D. All of the above
6. Positioning the AVIONICS BUS TIE switch
to ON:
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
2-10
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION.................................................................................................................. 3-1
EXTERIOR LIGHTING......................................................................................................... 3-2
Description...................................................................................................................... 3-2
Components..................................................................................................................... 3-2
Controls and Indications.................................................................................................. 3-4
Description...................................................................................................................... 3-4
Controls and Indications.................................................................................................. 3-6
Operation......................................................................................................................... 3-7
LIMITATIONS........................................................................................................................ 3-7
EMERGENCY/ABNORMAL................................................................................................ 3-7
QUESTIONS.......................................................................................................................... 3-8
Revision 2.2
FOR TRAINING PURPOSES ONLY
3-i
3 LIGHTING
INTERIOR LIGHTING.......................................................................................................... 3-4
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
Grand Caravan EX Nav and Strobe Lights.............................................................. 3-2
3-2. Grand Caravan EX Landing and Taxi Recognition Lights ..................................... 3-2
3-3. Grand Caravan EX Flashing Beacon....................................................................... 3-3
3-4. EX Wing Inspection Light....................................................................................... 3-3
3-5. Courtesy Lights........................................................................................................ 3-3
3-6. LIGHTS Control Panel............................................................................................ 3-4
3-7. Lighting Control Knobs........................................................................................... 3-5
3 LIGHTING
3-1. Revision 2.2
FOR TRAINING PURPOSES ONLY
3-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
3 LIGHTING
CHAPTER 3
LIGHTING
INTRODUCTION
This chapter describes the exterior and interior lighting systems on the Cessna Grand Caravan EX.
GENERAL
Exterior lighting on the aircraft includes navigation lights, landing lights, taxi/recognition lights,
strobe lights, ice detection lights, courtesy lights,
and a flashing beacon light.
Revision 2.2
Interior lighting includes instrument lighting and
cabin lighting.
FOR TRAINING PURPOSES ONLY
3-1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
EXTERIOR LIGHTING
DESCRIPTION
The exterior lighting system illuminates the aircraft for day or night operation. The exterior lights
include:
• Navigation lights on each wingtip.
NOTE
A navigation is also located on the tail
cone on 675 SHP Caravans.
• Landing lights on each wing
• Taxi-recognition lights on each wing
• Strobe lights on each wingtip
• Flashing beacon on top of the tail
3 LIGHTING
• Wing inspection light is provided to illuminate the leading edge of the left wing.
NOTE
On 675 SHP Caravans the conventional
navigation lights are on the wingtips and
the Tail Cone Stinger
A strobe light with a remote power supply is on
each wingtip. The lights enhance anticollision protection and are required for night operation of
the aircraft. The strobe lights are protected by the
STROBE LIGHT circuit breaker on the CB panel.
Landing and Taxi/Recognition
Lights
A landing light in the leading edge of each wing
illuminates the area forward of the aircraft during
landing and ground operations (Figure 3-2) The
landing lights are protected by the LEFT LDG
LIGHT and RIGHT LDG LIGHT circuit breakers
on the CB panel.
• Courtesy lights under each wing
COMPONENTS
Navigation and Strobe Lights
Conventional navigation lights are on the wingtips.
The lights are protected by the NAV LIGHT circuit
breaker on the CB panel.
Figure 3-2. Grand Caravan EX Landing
and Taxi Recognition Lights
NOTE
Figure 3-1. Grand Caravan EX Nav and
Strobe Lights
In 675 SHP Caravans the use of the
landing lights to enhance aircraft visibility in the traffic pattern or enroute is
not recommended because of the short
service life of the lights. The taxi/recognition lights have longer service life and
are designed for this purpose.
A taxi/recognition light is inboard of each landing light in the leading edge of each wing (Figure
3-2
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
3-2). The lights illuminate the area forward of the
aircraft during ground operation and taxiing. The
lights also make the aircraft more visible in the traffic pattern or enroute. The taxi/recognition lights
are protected by the TAXI LIGHT circuit breaker
on the CB panel.
WARNING
Turn off strobe lights when taxiing.
Ground operation of the high-intensity
strobe lights considerably annoys ground
personnel and other pilots. Do not operate strobe lights in fog, clouds, or haze
because reflection of the light beam can
cause disorientation or dizziness.
NOTE
On 675 SHP Caravans the Flashing Beacon Light is visible for 360°.
Wing Inspection Lights
A wing inspection light on the leading edge of the
left wing provides illumination for ice detection
on the left wing.
A red flashing beacon light, visible through most
angles, is on top of the vertical fin for additional
anticollision protection in flight and for recognition on the ground. The light is protected by the
BEACON LIGHT circuit breaker on the CB panel.
Figure 3-4. EX Wing Inspection Light
WARNING
Do not operate the beacon light when
flying through clouds or overcast conditions. The light reflects from water
particles in the atmosphere, particularly at night, causing disorientation or
dizziness.
Figure 3-3. Grand Caravan EX
Flashing Beacon
Revision 3.0
Courtesy Lights
A courtesy light under each wing illuminates
the area outside the aircraft next to the door (Figure 3-5). The lights operate in conjunction with
the cabin lights and are controlled by the CABIN
switch on the lighting control panel.
Figure 3-5. Courtesy Lights
FOR TRAINING PURPOSES ONLY
3-3
3 LIGHTING
Flashing Beacon Light
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
• TAXI/RECOG switch—Controls the taxi/
recognition lights during ground operation.
• RIGHT LDG switch—Controls the right
landing light.
• STROBE switch—Controls the wingtip
strobe lights.
• NAV switch—Controls the wingtip navigation lights.
NOTE
On 675 SHP Caravans the NAV switch
also controls the tail cone navigation
light.
• BCN switch—Controls the beacon light on
top of the vertical stabilizer.
WING LIGHT Switch
3 LIGHTING
The two-position WING LIGHT switch on the
ANTI-ICE switch panel controls the wing lights.
The switch is spring-loaded to the off position and
must be held in the ON position to illuminate the
wing inspection light.
INTERIOR LIGHTING
DESCRIPTION
Figure 3-6. LIGHTS Control Panel
CONTROLS AND INDICATIONS
The switches on the LIGHTS panel control all
exterior lights (Figure 3-6), except for the wing
inspection lights, which are controlled by a switch
on the ANTI-ICE panel.
The white-capped switches on the LIGHTS control panel are ON in the up position and OFF in
the down position:
• LEFT LDG switch— Controls the left landing light.
Instrument and control panel lighting is provided
by integral, flood, and post lights. Six lighting control knobs on the DIMMING panel are grouped
together on the lower part of the instrument panel
left of the control pedestal.
The controls vary the brightness of the following
panels:
• Instrument panel
• Pedestal
• Overhead panel
• Left sidewall panel
• LED panels
• Avionics displays
• Internally lighted instruments
3-4
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Electroluminescent Lighting
The interior lighting is protected by the AVN/LED/
STBY LIGHTS and COCKPIT FLOOD LIGHTS,
circuit breakers on the left sidewall CB panel.
Other lighting provided or available includes control wheel map lights, cabin lights, passenger reading lights, and a no smoking/seat belt sign.
Electroluminescent lights (EL) illuminate the
instrument panel. The EL lights illuminate the
HF, automatic direction finder (ADF) standby,
and radio instruments internally. The left sidewall
switch and cricuit breaker panel is also backlit.
NOTE
On 675 SHP Caravans interior lighting is protected by the AVN/FLOOD
LIGHT and INST LIGHT circuit breakers on the left sidewall CB panel.
Floodlights
On 675 SHP Caravans a single postlight
on the overhead panel illuminates both
flap switches. A recessed light illuminates the oxygen gauge.
Downwash Lights
Floodlights illuminate the left sidewall panel, the
right sidewall panel, and CB panel. The center light
illuminates the control pedestal.
Downwash lights are installed on the front
face of the power pedestal to illuminate the
AILERON TRIM, the FUEL/OIL SHUTOFF knob
and the CABIN HEAT FIREWALL SHUTOFF
knob.
3 LIGHTING
To replace the postlight bulb, grasp the
lens cap, and pull the bulb straight out
of the socket. Pull the bulb from the cap
and replace it with an MS25237-327
bulb. Replace the cap in the socket, and
then rotate it to direct the light in the desired direction.
GRAND CARAVAN EX
DAY
208
Figure 3-7. Lighting Control Knobs
Revision 3.0
FOR TRAINING PURPOSES ONLY
3-5
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Map Light
NO SMOKE Switch
A map light is on the bottom of the control wheel
for checking maps and other flight data during
night operations.
The NO SMOKE toggle switch on the LIGHTS
control panel illuminates and extinguishes the NO
SMOKING light.
Cabin Lights
The controls are used to vary the intensity of the
instrument panel, left sidewall CB panel, pedestal,
and overhead panel lighting.
Four cabin lights are in the center forward cabin
on the ceiling. The lights illuminate the passenger
boarding areas and the cargo loading areas.
Passenger Reading Lights
Passenger reading lights are near each aft passenger position. Eleven small convenience lights are
in the panels above the seats.
NO SMOKING/SEAT BELT Light
3 LIGHTING
A lighted warning sign in the cabin headliner
immediately aft of the overhead console informs
passengers when to fasten seat belts and when no
smoking is in effect.
Windshield Ice Detection Light
A red windshield ice detection light is on the lower
inboard portion of the pilot windshield. If the windshield is clear of ice, a distinct red circle is present
above the light. If the windshield is contaminated,
the red circle become more diffused and the area
of red light increases.
CONTROLS AND INDICATIONS
AVIONICS
The AVIONICS knob on the lower part of the
instrument panel left of the control pedestal varies the intensity of the avionics displays (Figure
3-7). Rotating the knob clockwise increases panel
brightness; rotating the knob counterclockwise
decreases brightness.
STANDBY IND
The STANDBY IND knob varies the intensity of
the standby airspeed indicator, attitude indicator,
altimeter, torque indicator, and magnetic compass. Rotating the knob clockwise increases panel
brightness; rotating the knob counterclockwise
decreases brightness.
LED PANELS / ANNUN Knob
The LED PANELS / ANNUN knob varies the
intensity of backlit panels. The panels have labels
for most of the switches, controls, and circuit breakers on the instrument panel. Clockwise rotation of
the knob increases panel brightness; counterclockwise rotation of the knob decreases brightness.
CABIN Switch
NOTE
Cabin lighting controls consist of a CABIN toggle
switch on the LIGHTS panel (see Figure 3-6), a
rocker switch forward of the aft passenger door,
and a rocker switch forward of the aft cargo door.
The CABIN switch controls the four overhead
panel lights in the aircraft interior and the courtesy
light under each wing. Any of the three switches
can be used to toggle all cabin lights on or off at
any time, regardless of the other switch position.
The cabin lights circuit is protected by the CABIN
LTS circuit breaker.The light circuit requires no
power from the main electrical bus for operation.
3-6
On 675 SHP Caravans the LED PANELS / ANNUN knob is labeled SW/CB
PNLS / ANNUN.
The CB/PED/OVHD knob varies the intensity of the lights illuminating the left
sidewall switch and CB panel, the control pedestal floodlights, and the overhead panel post lights. Rotating the knob
clockwise increases panel brightness;
rotating the knob counterclockwise decreases brightness.
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
FLOOD Control Knobs
NOTES
The LEFT FLOOD knob varies the brightness of
the left overhead panel floodlight. The RIGHT
FLOOD knob varies the brightness of the right
overhead panel floodlight. Rotating the knob clockwise increases brightness; rotating the knob counterclockwise decreases brightness. The CENTER
FLOOD varies the brightness of the center overhead panel floodlight.
Control Wheel Map Light
A control wheel map light is on the bottom of each
control wheel. The map lights illuminate the lower
portion of the cabin in front of the pilot and copilot. Rotating the control wheel clockwise increases
brightness; rotating the control wheel counterclockwise decreases brightness.
OPERATION
3 LIGHTING
Bulb Replacement During Flight
Ensure that spare bulbs are stored in the map compartment. If a spare bulb is unavailable, an identical bulb from other lights can be substituted for
the defective bulb.
Control Wheel Map Lights
To replace the map light bulb, grasp the rim of the
bulb, push it straight up, and then turn the bulb
counterclockwise as far as possible. Pull the bulb
straight down and out of the socket. The replacement bulb is a 24 RB.
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Revision 2.2
FOR TRAINING PURPOSES ONLY
3-7
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
1. Use landing lights during:
A. Landing and takeoff
B. Landing only
C. Taxiing
D. Cruising
2. The taxi/recognition lights are:
A. On the nose gear
B. On the wingtips
C. In the wing leading edges
D. In the front of the engine cowl
3. The strobe lights are required:
A. In instrument conditions
B. During night operations
C. Whenever the engine is operating
D. Only when taxiing
3 LIGHTING
4. The courtesy lights are controlled by:
A. Exterior lighting switch
B. Cabin light switch
C. Landing light switch
D. Battery switch
5. The flashing beacon is used for:
A. Anticollision protection
B. Recognition during ground operations
C. Operation in instrument conditions
D. Both A and B
3-8
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION.................................................................................................................. 4-1
CONTROLS AND INDICATIONS........................................................................................ 4-2
CAS Annunciations......................................................................................................... 4-2
OPERATION.......................................................................................................................... 4-2
LIMITATIONS........................................................................................................................ 4-2
EMERGENCY/ABNORMAL................................................................................................ 4-2
4 MASTER WARNING
SYSTEM
QUESTIONS.......................................................................................................................... 4-5
Revision 2.2
FOR TRAINING PURPOSES ONLY
4-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
TABLES
Table
Page
CAS ANNUNCIATIONS........................................................................................ 4-3
4 MASTER WARNING
SYSTEM
4-1.
Title
Revision 2.2
FOR TRAINING PURPOSES ONLY
4-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
The master warning system on the Cessna Grand Caravan EX provides warnings of equipment
malfunctions, indications of unsafe operating conditions requiring immediate attention, and
indications that specific systems are in operation.
GENERAL
Warnings, cautions, and advisories for the aircraft
are presented on the primary flight display (PFD).
The annunciation window is to the right of the
altimeter and vertical speed indicator. All aircraft
warning alerts can be displayed simultaneously in
the annunciation window. The annunciation window displays abbreviated crew alert system (CAS)
annunciations in red, amber, and white to indicate
system conditions and malfunctions.
An alerts window can be displayed below the
annunciation window. The alerts window displays
Revision 2.2
text messages for up to 64 alert messages, displayed by order of decreasing criticality.
The G1000 system automatically adjusts for changing ambient light conditions.
Depending on the alert type, an ALERTS softkey
can flash with an alert and assume a new label consistent with the alert level (red WARNING, amber
CAUTION, or white ADVISORY).
FOR TRAINING PURPOSES ONLY
4-1
4 MASTER WARNING
SYSTEM
INTRODUCTION
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CONTROLS AND
INDICATIONS
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
CAS ANNUNCIATIONS
Table 4-1 describes each CAS annunciation, its
color, and the cause for its appearance.
EMERGENCY/
ABNORMAL
OPERATION
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
When the annunciation window is displayed, the
flight management system (FMS) knob can be used
to scroll through the messages. A white horizontal
line separates acknowledged annunciations from
those that are not yet acknowledged.
Pressing the ALERTS softkey displays the ALERTS
window. The FMS knob can then be used to scroll
through the alert messages. Pressing the ALERTS
softkey a second time closes the ALERTS window.
Selecting the flashing softkey acknowledges the
alert, and the softkey returns to the alerts. If alerts
are still present the ALERTS label appears in white
with black text.
4 MASTER WARNING
SYSTEM
WARNING­—A WARNING alert, which is accompanied by a continuous chime, requires immediate attention. Pressing the WARNING softkey
acknowledges the WARNING alert and stops the
chime.
CAUTION—A CAUTION alert, which is accompanied by a single chime, indicates abnormal conditions that can require intervention. Pressing the
CAUTION softkey acknowledges the alert.
ADVISORY—This level of alert, which generates no aural tone, provides general information.
Pressing the ADVISORY softkey acknowledges
the alert.
4-2
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Table 4-1. CAS ANNUNCIATIONS
MESSAGE
DESCRIPTION
EMERG PWR LVR
Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position prior to and during the engine start (ITT in the OFF and STRT modes
ONLY).
ENGINE FIRE
Indicates an excessive temperature condition and/or fire has occurred in the
engine compartment.
FUEL SELECT OFF
Indicates LEFT and RIGHT FUEL TANK SELECTORS are both OFF at any time, or
LEFT FUEL TANK SELECTOR is OFF when right tank is low, or RIGHT FUEL TANK
SELECTOR is OFF when the left tank is low; or that either LEFT or RIGHT FUEL
TANK SELECTORS are OFF when STARTER switch is ON. It can also indicate
that the START CONT and/or FUEL SEL WARN circuit breaker has been pulled.
OIL PRESS LOW
Indicates engine oil pressure is less than 40 PSI
RSVR FUEL LOW
Indicates the fuel level in the reservoir is approximately one-half or less. With the
fuel reservoir full, there is adequate fuel for approximately 3 minutes of maximum
rated power or approximately 9 minutes at idle power.
VOLTAGE LOW
Indicates electrical system bus voltage is less than 24.0 volts prior to engine start
or less than 24.5 volts with engine running and power is being supplied from the
battery.
VOLTAGE HIGH
Indicates electrical system bus voltage is greater than 32.0 volts
ALTNR AMPS
Indicates that the alternator output is less than -10 amps or greater than 75 amps.
CHIP DETECT
Indicates that metal chips have been detected in either or both the accessory
gearbox or reduction gearbox.
DOOR UNLATCHED
Indicates the upper cargo door and/or upper aft passenger door (passenger version only) are not latched.
EMERG PWR LVR
Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position while engine is running (Non-Start).
FUEL BOOST ON
Indicates the auxiliary fuel pump is operating.
FUEL PRESS LOW
Indicates fuel pressure in the fuel manifold assembly is below 2.5* PSI
* - In 675 SHP Caravans this CAS ANNUNCIATION indicates fuel pressure in the
fuel manifold assembly is below 4.75 PSI.
GENERATOR AMPS
Indicates that the generator output is less than -10 amps or greater than 200 amps
(-15/300 with 300 amp starter generator).
GENERATOR OFF
Indicates that the generator is not connected to the electrical bus with engine
running.
Revision 3.0
FOR TRAINING PURPOSES ONLY
4-3
4 MASTER WARNING
SYSTEM
* - In 675 SHP Caravans this CAS Annunciation indicates less than 24.5.
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 4-1. CAS ANNUNCIATIONS (CONT.)
MESSAGE
DESCRIPTION
L-R FUEL LOW
Indicates fuel quantity in both the left and right fuel tanks is 25 gallons (170
pounds) or less.
L FUEL LOW
Indicates fuel quantity in the left fuel tank is 25 gallons (170 lbs) or less.
R FUEL LOW
Indicates fuel quantity in the right fuel tank is 25 gallons (170 lbs) or less.
L-R P/S HEAT
Indicates that either both pitot/static vane heater systems (left and right) have malfunctioned or both the LEFT and RIGHT PITOT HEAT circuit breakers are pulled.
L P/S HEAT
Indicates the left side pitot/static vane heater system has malfunctioned or the
LEFT PITOT HEAT circuit breaker is pulled.
R P/S HEAT
Indicates the right side pitot/static vane heater system has malfunctioned or the
RIGHT PITOT HEAT circuit breaker is pulled.
STALL HEAT
Indicates the stall warning heater system has malfunctioned or the STALL WARN
circuit breaker is pulled in conditions below 19°C (66°F) or above 52°C (125°F).
STARTER ON
Indicates the starter-generator is operating in starter mode.
STBY PWR INOP
Indicates electrical power is not available from the standby alternator.
IGNITION ON
Indicates electrical power is being supplied to the engine ignition system.
SPD NOT AVAIL
Indicates that the “SPD” button was pressed on Autopilot Mode Control panel.
STBY PWR ON
Indicates that the standby alternator is generating electrical power.
TORQUE GAGE
Indicates a miscompare between either the Pressure Altitude or OAT sensors.
The annunciation will be accompanied with a static torque gage dynamic redline.
4 MASTER WARNING
SYSTEM
4-4
FOR TRAINING PURPOSES ONLY
Revision 3.3
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
1. A WARNING ALERT accompanied by a continuous chime indicates a condition that:
A. Is advisory in nature
B. Is normal during takeoff and landing
C. Requires immediate attention
D. The warning system is in error
4 MASTER WARNING
SYSTEM
2. Pressing the ALERTS softkey for the crew
alert system displays the:
A. ALERTS window
B. Status of scheduled maintenance
C. Next waypoint in the flight plan
D. Hazardous weather detected within 100
NM of the aircraft position
Revision 2.2
FOR TRAINING PURPOSES ONLY
4-5
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION.................................................................................................................. 5-1
DESCRIPTION....................................................................................................................... 5-4
COMPONENTS..................................................................................................................... 5-5
Drain Valves.................................................................................................................... 5-5
Fuel Pumps...................................................................................................................... 5-5
Fuel Filter........................................................................................................................ 5-5
CONTROLS AND INDICATIONS........................................................................................ 5-6
FUEL TANK SELECTORS............................................................................................ 5-6
FUEL/OIL SHUTOFF Knob........................................................................................... 5-6
FUEL BOOST Switch..................................................................................................... 5-6
Audio Alerts.................................................................................................................... 5-7
FUEL FILTER BYPASS Pop-Up Indicator.................................................................... 5-7
FUEL FLOW Indication.................................................................................................. 5-7
FUEL QUANTITY Indication........................................................................................ 5-7
OPERATION.......................................................................................................................... 5-8
Preflight........................................................................................................................... 5-8
LIMITATIONS........................................................................................................................ 5-8
QUESTIONS........................................................................................................................ 5-10
Revision 2.2
FOR TRAINING PURPOSES ONLY
5-i
5 FUEL SYSTEM
EMERGENCY/ABNORMAL................................................................................................ 5-8
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
5-1. Grand Caravan EX Fuel System.............................................................................. 5-2
5-2. 208 Fuel System...................................................................................................... 5-3
5-3. Grand Caravan EX Fuel Filter Bypass Pop-Up Pin................................................. 5-4
5-4. 208 Fuel Filter Bypass Flag..................................................................................... 5-4
5-5. FUEL TANK SELECTORS levers.......................................................................... 5-5
5-6. FUEL SHUTOFF Knobs......................................................................................... 5-5
5-7. FUEL BOOST Switch............................................................................................. 5-6
5-8. Fuel Flow and Quantity Indicators ......................................................................... 5-7
TABLES
Table
Page
CAS ANNUNCIATIONS........................................................................................ 5-9
5 FUEL SYSTEM
5-1. Title
Revision 2.2
FOR TRAINING PURPOSES ONLY
5-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents information on the fuel system of the Cessna Grand Caravan EX. 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 indications are provided for safety.
GENERAL
Revision 2.2
WARNING
Unusable fuel levels for this aircraft
were determined according to federal
aviation regulations. Failure to operate the aircraft in compliance with the
“Fuel Limitations” specified in Section
2 of the Pilot’s Operating Handbook or
Aircraft Flight Manual (POH/AFM) can
further reduce the amount of fuel available in flight.
FOR TRAINING PURPOSES ONLY
5 FUEL SYSTEM
The aircraft fuel system includes two vented, integral fuel tanks with shutoff valves, a fuel-selectoroff warning system, a fuel reservoir, an ejector fuel
pump, an electric auxiliary boost pump, a reservoir
manifold assembly, a firewall shutoff valve, a fuel
filter, an oil-to-fuel heater, an engine-driven fuel
pump, a fuel control unit, a flow divider, dual manifolds, and 14 fuel nozzle assemblies (Figure 5-1).
5-1
5 FUEL SYSTEM
5-2
PRIMARY
SECONDARY
FUEL DRAIN
FROM NOZZLES
AIR VENT
FLOW
DIVIDER
LEGEND
FLOW
FM METER
LOW PRESSURE FUEL
VENT
FUEL
CONTROL
UNIT
HEATED LOW PRESSURE FUEL
HIGH
PRESSURE
PUMP
BYPASS/DRAIN FUEL
HP
FILTER
HIGH PRESSURE FUEL
FUEL INSIDE TANK/GRAVITY FEED LINES
FOR TRAINING PURPOSES ONLY
STATIC FUEL
VALVE
GEAR
PUMP
FUEL IN FUEL NOZZLES
FUEL IN FUEL NOZZLES
STRAINER
LOW PRESSURE
LP SWITCH
EMPTY FUEL LINES
LP
FILTER
VENT
NON RETURN
VALVE
OUTLET
POP
UP
INLET
CHECK
VALVE
FUEL FLOW
ECOLOGY
TANK
FUEL OIL HEAT
EXCHANGER
ASSEMBLY
EJECTOR
PUMP
FIREWALL
FIREWALL FUEL
SHUTOFF VALVE
AUXILIARY
FUEL PUMP
RESERVOIR
LOW-FUEL SENSOR
MOTIVE FLOW
EJECTOR PUMP
FUEL QUANTITY
TRANSMITTERS
LEVER
PLUG ORIFICE
TEMP
SENSOR T
ECOLOGY
TANK
TANK
FLOAT
FUEL QUANTITY
TRANSMITTERS
FUEL DRAIN
FUEL CAP
FUEL CAP
RESERVOIR
RIGHT FUEL TANK
LEFT FUEL TANK
FUEL LOW
SWITCH
FUEL SWITCH
Revision 3.2
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
FUEL LOW
SWITCH
SHUTOFF
VALVES
FUEL DRAINS
SHUTOFF
VALVES
FUEL DRAINS
Figure 5-1. Grand Caravan EX Fuel System
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
MOTIVE FLOW
SHUT-OFF VALVE
MOTIVE FLOW FUEL
Revision 2.2
FUEL
MANIFOLD
FUEL CAN
AND DRAIN
VENT
FLOW
DIVIDER/
DUMP VALVE
FUEL
CONTROL
UNIT
FOR TRAINING PURPOSES ONLY
FUEL FILTER
BYPASS
INDICATOR
LEGEND
ENGINE DRIVEN
FUEL PUMP
FUEL
HEATER
FUEL
FILTER
CONTROL/BIAS PRESSURE
VENT
FIREWALL
SHUTOFF
VALVE
MOTIVE FLOW PRESSURE
BOOST PUMP PRESSURE
FIREWALL
VENT
BYPASS/DRAIN FUEL
GRAVITY/SUCTION
RESERVOIR
MANIFOLD
ASSEMBLY
FUEL INSIDE TANK
BOOST/EJECTOR PUMP FUEL
P
BOOST PUMP
MAIN EJECTOR
PUMP
RESERVOIR
LOW-FUEL SENSOR
FUEL QUANTITY
TRANSMITTERS
FUEL QUANTITY
TRANSMITTERS
FUEL DRAIN
RESERVOIR
FUEL CAP
FUEL CAP
SHUTOFF
VALVES
LEFT FUEL TANK
RIGHT FUEL TANK
FUEL LOW
SWITCH
FUEL SWITCH
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
FUEL DRAINS
FUEL LOW
SWITCH
SHUTOFF
VALVES
5-3
Figure 5-2. 208 Fuel System
5 FUEL SYSTEM
FUEL DRAINS
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
FUEL FLOW
TRANSDUCER
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 5-4. 208 Fuel Filter Bypass Flag
Figure 5-3. Grand Caravan EX Fuel
Filter Bypass Pop-Up Pin
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 pump and boost pump in the reservoir.
The head of fuel prevents pump cavitation in low
fuel quality situations, especially during in-flight
maneuvering.
valve allows the pilot to stop all fuel flow to the
engine.
After passing through the shutoff valve, fuel is
routed through the fuel oil heat exchanger assembly, which includes a fuel filter. If the fuel filter
becomes blocked with foreign material, the filter
begins bypassing fuel. A red filter bypass pop-up
pin on the top of the filter exteends upward.
NOTE
In 675 SHP Caravans fuel is routed
through a fuel filter on the front side of
the firewall.
5 FUEL SYSTEM
Reservoir fuel is pumped by the ejector pump or
by the electric auxiliary boost pump to the Fuel
Oil Heat Exchanger Assembly. The ejector pump is
driven by motive fuel flow from the engine driven
fuel pump. If the ejector pump fails, then the electric pump starts automatically, thereby supplying
fuel to the engine-driven pump.
Fuel is then routed to the engine-driven fuel pump,
where the pressurized fuel is delivered to the fuel
control 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.
NOTE
NOTE
In 675 SHP Caravans reservoir fuel is
pumped by the ejector pump or by the
electric auxiliary boost pump to the reservoir manifold.
In 675 SHP Caravans Fuel from the filter
is routed through the oil-to-fuel heater.
The boost pump supplies fuel flow during starting.
Fuel in the reservoir flows through a fuel shutoff
valve on the aft side of the firewall. The shutoff
5-4
Fuel rejected by the engine on shutdown drains into
a fuel ecology tank mounted on the engine side of
the firewall on the left side. When the engine is
restarted, motive flow fuel draws the accumulated
fuel out of the ecology tank and back into the fuel
circulation.
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Vent lines with check valves from each fuel tank
vent the fuel system. The vent lines 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 for flight.
Complete blockage causes decreased fuel flow and
eventual engine stoppage.
COMPONENTS
Grand Caravan EX
DRAIN VALVES
Drain valves are on:
• Lower surface of each wing at the inboard
end of the fuel tank
• Left side of the cargo pod for pod-equipped
aircraft
• Underside of the fuselage if the cargo pod
is not installed
The drain valves for the wing tanks are externally
flush-mounted, tool-operated poppet valves.
208
Figure 5-5. FUEL TANK
SELECTORS Levers
FUEL PUMPS
The fuel reservoir has an ejector pump and a boost
pump. The ejector pump is driven by motive flow
fuel and provides fuel flow during normal engine
operation. The boost pump operates for engine
starting and when fuel pressure drops below 2.5
psi. It is controlled by the FUEL BOOST switch.
NOTE
In 675 SHP Caravans the boost pump
operates for engine starting and when
fuel pressure drops below 4.75 psi.
208
Figure 5-6. FUEL SHUTOFF Knobs
NOTE
In 675 SHP Caravans fuel rejected by
the engine on shutdown drains into a
fireproof fuel can on the front left side
of the firewall.
Revision 3.0
FUEL FILTER
Raw fuel flowing to the powerplant is filtered to
remove contaminant particles, which can stop the
engine. The fuel filter has a bypass mechanism that
reroutes fuel around the filter if the filter becomes
clogged. The fuel filter is located in the fuel oil heat
exchanger assembly.
FOR TRAINING PURPOSES ONLY
5-5
5 FUEL SYSTEM
Grand Caravan EX
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CONTROLS AND
INDICATIONS
FUEL TANK SELECTORS
Left and right FUEL TANK SELECTORS are
on the overhead panel; each has ON and OFF
positions.
Each selector mechanically controls the position
of two fuel tank shutoff valves at each wing tank.
FUEL/OIL SHUTOFF KNOB
The manual firewall fuel shutoff valve is controlled
by a red FUEL/OIL SHUTOFF push-pull knob on
the right side of the pedestal. In 675 SHP Caravans
the knob has a press-to-release button in the center
that locks the knob in position when the button is
released.
NOTE
In 675 SHP Caravans the label is FUEL
SHUTOFF
FUEL BOOST SWITCH
The FUEL BOOST switch is on the left sidewall
switch panel. The switch has OFF, NORM, and ON
positions. When the switch is positioned to OFF,
the fuel boost pump is inoperative.
Figure 5-7. FUEL BOOST Switch
When the switch is positioned to NORM, the pump
is armed and operates when fuel pressure in the
fuel manifold assembly drops below 2.5 psi. The
NORM position is used for all normal engine operations in which main fuel is provided by the ejector pump and the boost pump is used as a standby.
When the switch is positioned to NORM an intermitiant amber FUEL BOOST ON message indicates that the boost pump is cycling on and off.
5 FUEL SYSTEM
NOTE
The fuel filter is located on the firewall
for the 675 SHP Caravans
5-6
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
FUEL FILTER BYPASS POP-UP
INDICATOR
A red filter bypass pop-up indicator is on top of
the fuel filter. The extended red flag indicates that
the fuel filter is clogged and that raw fuel is entering the powerplant. The flag remains up until reset
by a maintenance technician. The pin must not be
reset by the pilot.
NOTE
In 675 SHP Caravans the Fuel Filter
Bypass Pop-Up Indicator is referred to
as a flag.
FUEL FLOW INDICATION
A fuel flow indication beneath the fuel quantity
gauges indicates fuel consumption in pounds per
hour based on Jet A fuel. Fuel flow is measured
downstream of the fuel control unit before the fuel
is routed to the flow divider. The fuel flow indication receives power from a F FLOW NG and NP
and PROP RPM circuit breaker on the CB panel.
NOTE
In the 675 SHP Caravans when the
switch is positioned to NORM, the
pump is armed and operates when fuel
pressure in the fuel manifold assembly
drops below 4.75 psi.
When the switch is positioned to ON, the boost
pump operates continuously. The ON position is
used for engine start and low fuel pressure as indicated by the FUEL BOOST ON message.
AUDIO ALERTS
A single chime sounds if either or both FUEL
TANK SELECTOR controls are positioned to
OFF. The aural alert system is powered through
the START CONT circuit breaker and has its own
nonpullable FUEL SEL WARN circuit breaker.
Revision 3.0
FUEL QUANTITY INDICATION
Fuel quantity is measured by four fuel quantity
transmitters (two in each tank) and indicated on the
engine indication system (EIS) on the multifunction display (MFD).
The fuel quantity indications display volume in
pounds (based on the weight of Jet A fuel on a
standard day) and gallons.
A red line and the letter E indicate an empty tank.
When the indicator shows an empty tank, approximately 2.8 gallons of unusable fuel remain in the
tank.
The fuel quantity indicators receive power from the
LEFT FUEL QTY and RIGHT FUEL QTY circuit
breakers on the left sidewall CB panel.
WARNING
The accuracy of the fuel quantity indicator is affected in flight by uncoordinat-
FOR TRAINING PURPOSES ONLY
5-7
5 FUEL SYSTEM
Figure 5-8. Fuel Flow and Quantity
Indicators
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ed flight, or on the ground by a sloping
ramp. To obtain an accurate reading on
the ground, verify that the aircraft is
parked in a laterally level condition. To
do so in flight, verify that the aircraft is
in a coordinated, stable condition.
OPERATION
PREFLIGHT
Fuel Selectors
Either the left or right fuel tanks or both tanks can
be selected at the same time. Normal operation is
with both tanks on. For starting, both tanks must
be on.
Positioning a selector to OFF stops fuel from the
respective wing tank to the reservoir tank. Normal
fuel management is with both fuel selectors ON.
With the FUEL TANK SELECTOR both positioned to OFF, it is possible to start, taxi, or take off
before the reservoir tank fuel is exhausted.
Before refueling or when the aircraft is parked on
a slope, move either or both fuel selectors to OFF.
If only one tank is turned off when parked on a
slope, select the higher wing tank to the OFF position. Doing so prevents crossfeeding between tanks
and reduces fuel seepage from the wing tank vents.
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, outboard fuel tank
quick drain valves (only on the low wing), and fuel
reservoir quick-drain valve. The sampler determines whether contaminants are present and if the
aircraft is fueled with the proper fuel.
5 FUEL SYSTEM
NOTE
On 675 SHP Caravans this would also
include sampling fuel from the fuel filter quick-drain valve.
The wing tank drain valves are opened and closed
by pressing on the valve with a Phillips screwdriver.
On pod-equipped aircraft the reservoir drain valve
is controlled by a double-button, push-pull, drain
control knob.
Pulling the knob out drains the reservoir out of the
rear fuel drain pipe next to the drain valve. On aircraft with no optional pod, the reservoir drain valve
includes a flush-mounted poppet valve, which
when pressed and then turned, locks the valve open,
if required.
If contamination is detected, drain all fuel drain
points again. Take repeated samples from all fuel
drain points until all contamination has been
removed. If, after repeating the sampling, evidence
of contamination still exists, drain the fuel tanks
completely and clean the fuel system. Do not fly
the aircraft with contaminated or unapproved fuel.
NOTE
On 675 SHP Caravans drain the fireproof fuel can once daily during preflight inspection, or at least after six
engine shutdowns. A drain valve on the
bottom left of the cowling enables draining of the fuel can contents into a suitable container. If the fuel is not drained
regularly, the can overflows its contents
overboard.
WARNING
JP-4 and other naphtha-based fuels can
cause severe skin and eye irritation.
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
5-8
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Table 5-1. CAS ANNUNCIATIONS
MESSAGE
DESCRIPTION
FUEL SELECT OFF
Indicates LEFT and RIGHT FUEL TANK SELECTORS are both OFF at any time, or
LEFT FUEL TANK SELECTOR is OFF when right tank is low, or RIGHT FUEL TANK
SELECTOR is OFF when the left tank is low; or that either LEFT or RIGHT FUEL
TANK SELECTORS are OFF when STARTER switch is ON. It can also indicate
that the START CONT and/or FUEL SEL WARN circuit breaker has been pulled.
RSVR FUEL LOW
Indicates the fuel level in the reservoir is approximately one-half or less. With the
fuel reservoir full, there is adequate fuel for approximately 3 minutes of maximum
rated power or approximately 9 minutes at idle power.
WARNING - The reservoir tank holds only enough fuel for 90 seconds of engine
operation at maximum rated power after the RSVR FUEL LOW message appears.
FUEL BOOST ON
Indicates the auxiliary fuel pump is operating.
FUEL PRESS LOW
Indicates fuel pressure in the fuel manifold assembly is below 2.5* PSI
* - In 675 SHP Caravans this CAS ANNUNCIATION indicates fuel pressure in the
fuel manifold assembly is below 4.75 PSI.
Indicates fuel quantity in both the left and right fuel tanks is 25 gallons (170
pounds) or less.
L FUEL LOW
Indicates fuel quantity in the left fuel tank is 25 gallons (170 lbs) or less.
R FUEL LOW
Indicates fuel quantity in the right fuel tank is 25 gallons (170 lbs) or less.
5 FUEL SYSTEM
L-R FUEL LOW
Revision 3.0
FOR TRAINING PURPOSES ONLY
5-9
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
1. Fuel flows from the wing tanks to the reservoir
tank by:
A. 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. Boost pump
C. Engine-driven fuel pump
D. Fuel control unit
3. If the fuel filter becomes blocked:
A. Fuel starvation occurs and the engine
stops.
B. A CAS message appears.
C. The red fuel filter bypass flag appears.
D. The fuel filter 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 25 gallons.
D. All of the above.
7. The auxiliary fuel boost pump switch:
A. Is positioned to NORM during all normal
engine operations
B. Is positioned to OFF except in emergency
fuel situations
C. Is positioned to ON at all times to prevent
fuel starvation
D. Is positioned to OFF during all normal
engine operations
4. Fuel rejected during engine shutdown:
A. Drains onto the ground from the manifold
B. Drains into a fireproof fuel can on the
firewall
C. Drains into the reservoir tank
D. Is pumped into the left wing tank
5. The two FUEL TANK SELECTOR knobs on
the overhead panel:
A. Are both normally ON in flight
B. Are both normally OFF during refueling
C. Are OFF during ground operations
D. Both A and B
5 FUEL SYSTEM
5-10
FOR TRAINING PURPOSES ONLY
Revision 2.2
6 AUXILIARY POWER
SYSTEM
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 6
AUXILIARY POWER SYSTEM
The material normally covered in this chapter is
not applicable to this airplane.
Revision 2.2
FOR TRAINING PURPOSES ONLY
6-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 7
POWERPLANT
CONTENTS
INTRODUCTION.................................................................................................................. 7-1
MAJOR SECTIONS............................................................................................................... 7-2
Reduction Gear................................................................................................................ 7-2
Exhaust............................................................................................................................ 7-3
Turbine............................................................................................................................. 7-3
Combustion..................................................................................................................... 7-3
Compressor...................................................................................................................... 7-3
Air Intake......................................................................................................................... 7-3
Accessory Drive.............................................................................................................. 7-4
ENGINE SYSTEMS............................................................................................................... 7-4
Engine Lubrication System............................................................................................. 7-4
Ignition System............................................................................................................... 7-5
Air Induction System...................................................................................................... 7-6
Inertial Separator System................................................................................................ 7-6
Engine Fuel System......................................................................................................... 7-7
Starting System............................................................................................................... 7-8
Engine Fire Detection System......................................................................................... 7-9
COMPONENTS..................................................................................................................... 7-9
Chip Detectors................................................................................................................. 7-9
Propeller.......................................................................................................................... 7-9
CONTROLS AND INDICATIONS...................................................................................... 7-11
Revision 2.2
FOR TRAINING PURPOSES ONLY
7-i
7 POWERPLANT
Page
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CABIN HEAT FIREWALL SHUTOFF OFF Knob...................................................... 7-11
Engine Controls............................................................................................................. 7-12
Engine Indication System.............................................................................................. 7-14
ETM.............................................................................................................................. 7-16
OPERATION........................................................................................................................ 7-19
7 POWERPLANT
New Engine Break-in and Operation............................................................................ 7-19
Engine Ignition.............................................................................................................. 7-19
Engine Shutdown.......................................................................................................... 7-20
Oil.................................................................................................................................. 7-20
Oil Grade Specification................................................................................................. 7-20
LIMITATIONS...................................................................................................................... 7-20
EMERGENCY/ABNORMAL.............................................................................................. 7-20
Hot Starts....................................................................................................................... 7-20
QUESTIONS........................................................................................................................ 7-23
7-ii
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Title
Page
7-1. Engine Major Sections............................................................................................. 7-2
7-2. Oil System Schematic.............................................................................................. 7-3
7-3. Oil Dipstick/Filler Cap............................................................................................ 7-4
7-4. Oil Dipstick Markings............................................................................................. 7-5
7-5. IGNITION and STARTER Switches....................................................................... 7-5
7-6. INTERTIAL SEPARATOR Handle and Indications............................................... 7-6
7-7. Fuel Oil Heat Exchanger......................................................................................... 7-7
7-8. Engine Fuel System................................................................................................. 7-8
7-9. Test Switch............................................................................................................... 7-9
7-10. Propeller System (Cruise)..................................................................................... 7-10
7-11. Engine Controls..................................................................................................... 7-12
7-12. EX and 208 Engine and System Indciations......................................................... 7-14
7-13. OVERSPEED GOVERNOR PUSH TO TEST Switch.......................................... 7-16
7-14. Engine Air Intake................................................................................................... 7-19
TABLES
Table
7-1. Revision 2.2
Title
Page
CAS ANNUNCIATIONS...................................................................................... 7-22
FOR TRAINING PURPOSES ONLY
7-iii
7 POWERPLANT
Figure
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
7 POWERPLANT
CHAPTER 7
POWERPLANT
INTRODUCTION
This chapter describes the powerplant on the Cessna Grand Caravan EX. The following associated
powerplant monitoring and operating systems are discussed: lubrication, ignition, air induction,
fuel, starting, propeller, engine controls, and engine instruments.
GENERAL
The aircraft is powered by a Pratt and Whitney of
Canada PT6A-140 powerplant. It is a free-turbine
engine that uses two independent turbines: one
driving a compressor in the gas generator section
and one driving a reduction gear for the propeller.
The powerplant is rated at 867 shaft horsepower.
NOTE
In 675 SHP Caravans the PT6A114A powerplant is rated at 675 shaft
horsepower.
Revision 3.0
All engine-driven accessories, except for the propeller tachometer-generator and propeller governors, are on the accessory gearbox (AGB) at
the rear of the engine. The engine accessories are
driven by the compressor turbine with a coupling
shaft that extends the drive through a conical tube
in the oil tank center section.
An internal tank contains the main portion of the
engine oil supply. The tank, which forms part of the
compressor inlet case, has a capacity of 9.5 U.S.
FOR TRAINING PURPOSES ONLY
7-1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
• Compressor
quarts and includes a dipstick and drain plug. Total
oil system capacity, including tank, engine sumps,
lines, and filter, is 14 U.S. quarts.
• Air intake
• Accessory drive
7 POWERPLANT
MAJOR SECTIONS
REDUCTION GEAR
For descriptive purposes, the engine is divided
into seven major sections (Figure 7-1) from front
to rear, as follows:
The reduction gear is a two-stage planetary gear,
enclosed in a case forming the front of the engine.
The planetary gear reduces the high rpm/low
torque of the power turbine to the low rpm/high
torque required by the propeller.
• Reduction gear
The planetary gear also 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
• Turbine
• Combustor
Grand Caravan EX
208
Figure 7-1. Engine Major Sections
7-2
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
7 POWERPLANT
INTEGRAL OIL TANK
CAPACITY 9.5 QUARTS
OIL FILTER
AND CHECK
VALVE
BYPASS
VALVE
CHIP
DETECTOR
CHIP
DETECTOR
Figure 7-2. Oil System Schematic
EXHAUST
COMBUSTION
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 combustion section includes a plenum and a
reverse-flow combustion chamber. The combustion chamber has two igniter plugs and 14 equally
spaced fuel nozzles.
TURBINE
COMPRESSOR
The turbine section includes a single-stage power
turbine (propeller turbine ) and a single-stage gas
generator turbine (compressor turbine). The turbines are in the combustor and contribute to the
short length of the PT6A-140 engine. The power
turbine is on a shaft that extends forward to drive
the reduction gear.
The compressor section has three axial compressor
wheels and one centrifugal wheel. All of the wheels
are on the gas generator turbine rotor shaft extending aft to drive the accessory gear.
The gas generator turbine is on a shaft that extends
aft to drive the compressor and the accessory gear.
Revision 3.0
AIR INTAKE
The air intake section is circumferential and aft of
the compressor. The intake plenum turns the air
180° forward toward the compressor. A circular
screen surrounds the engine inlet area. Airflow is
directed to the engine air intake by the ram-air inlet
scoop on the nacelle.
FOR TRAINING PURPOSES ONLY
7-3
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ACCESSORY DRIVE
NOTE
The accessory drive section forms the aft part of
the engine and contains the reduction gear for the
engine-driven accessories.
ENGINE SYSTEMS
7 POWERPLANT
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:
• Integral oil tank at the back of the engine
• Oil pressure pump at the bottom of the oil
tank
• Internal double-element scavenge pump in
the accessory gear box (AGB)
• External double-element scavenge pump on
the back of the accessory case
On the 675 SHP Caravans Oil-to-fuel
heater is on the top rear of the accessory case
• Internal oil filter on the right side of the oil
tank
• Oil cooler on the right side of the nose cowl
• Oil Sight Glass
NOTE
The 675 SHP Caravans do not include
an Oil Sight Glass.
An oil dipstick/filler cap is at the l eft rear of the
engine and is accessible when the left side of the
upper cowling is raised (Figure 7-3). The oil tank
capacity is 9.5 U.S. quarts. Total system capacity
is 14 U.S. quarts. The top 5 quarts are measured by
the dipstick (Figure 7-4). Maintain the oil level to
within 1.5 quarts of MAX HOT or MAX COLD
as appropriate.
• Oil-to-fuel heater on the bottom rear of the
accessory case
Grand Caravan EX
208
Figure 7-3. Oil Dipstick/Filler Cap
7-4
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
form an engine dry motoring run before
checking the oil level.
OIL TANK
FILLER CAP
MAX. HOT
Ignition is controlled by an IGNITION and
STARTER switches on the left sidewall switch
panel (Figure 7-5). The IGNITION switch has an
ON and NORM position. The NORM position
arms the ignition system for initiation when the
STARTER switch is positioned to START.
IMPERIAL
LITERS
0.833
1
0.95
2
MAX. COLD°
DIPSTICK
Two igniters in the engine combustion chamber
provide engine ignition. The igniters are energized by the ignition exciter on the right side of the
engine compartment. Electrical energy from the
ignition exciter is transmitted through two hightension leads to the igniters. The ignition system
normally is energized only during engine start.
1.90
1.66
2.49
3.32
4 US QUARTS 3
QUARTS
2.85
Figure 7-5. IGNITION and STARTER
Switches
3.80
Figure 7-4. Oil Dipstick Markings
NOTE
To obtain an accurate oil reading, check
the oil either within 10 minutes after engine shutdown while the oil is hot (MAX
HOT mark) or before the first flight
of the day while the oil is cold (MAX
COLD mark). If engine oil still is warm
10 minutes after engine shutdown, per-
Revision 2.2
Use the NORM position during all ground starts
and during airstarts with starter assist. The ON
position provides continuous ignition regardless
of the STARTER switch position. The ON position is used for:
• Operation on water-covered runways
• Flight during heavy precipitation
• Inadvertent icing encounters until the inertial
separator has been in bypass for 5 minutes
FOR TRAINING PURPOSES ONLY
7-5
7 POWERPLANT
IGNITION SYSTEM
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
• Operations using the emergency power lever
• Near fuel exhaustion, indicated by a RSVR
FUEL LOW message
NOTE
On 675 SHP Caravans the ON position is used for Airstarts without starter
assist.
7 POWERPLANT
A white IGNITION ON message appears when
electrical power is 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 left of the propeller spinner. Ram air entering the inlet flows through ducts into an inertial
separator system and then through a circulator
plenum chamber into the engine. In the plenum
chamber, guide vanes direct the airflow into the
compressor inlet, which has a screen to prevent
entry of large particles into the compressor.
INERTIAL SEPARATOR SYSTEM
An inertial separator system in the engine air inlet
duct prevents moisture from entering the compressor air inlet plenum when in bypass mode. The
inertial separator includes two movable vanes and
a fixed airfoil, which during normal operation route
the inlet air through a gentle turn into the compressor air inlet plenum (Figure 7-6).
When separation of moisture particles is desired,
the vanes are positioned so the inlet air is forced
into a sharp turn in order to enter the inlet plenum.
The sharp turn separates moisture particles from
the inlet air and discharges the moisture overboard
through the inertial separator outlet in the left side
of the cowling.
Inertial separator operation is controlled by the
INERTIAL SEPARATOR handle on the lower
instrument panel. Engaging the handle results in
NORMAL
BYPASS
Figure 7-6. INTERTIAL SEPARATOR Handle and Indications
7-6
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
FUEL INLET
LEGEND
WARMED FUEL
ENGINE OIL
COLD FUEL
THERMAL ELEMENT
PUSHROD
SLEEVE VALVE
7 POWERPLANT
FUEL
OUTLET
FUEL
OUTLET
OIL INLET
OIL OUTLET
OPEN
OIL INLET
OIL OUTLET
OPEN
Figure 7-7. Fuel Oil Heat Exchanger
a slight drop in torque and in movement of the
torque bug. Use the BYPASS position when flying through visible moisture such as clouds, rain,
snow, and ice crystals with an outside air temperature (OAT) of (41°F or 5°C) or lower.
Use the BYPASS position for ground operation or
takeoff from dusty or sandy conditions to minimize
intake of foreign particles into the compressor.
Use the NORMAL–PUSH position for all other
operations.
To lock the handle in the NORMAL position rotate
the handle clockwise one quarter turn to its vertical position. To unlock the handle, push it forward
slightly, rotate the handle 90° counterclockwise,
and then pull the handle into the BYPASS position.
When in this position the airload on the movable
vanes maintains the vane position.
NOTE
When moving the INERTIAL SEPARATOR handle from BYPASS to NORMAL during flight, reduce engine power
to reduce the control forces. Maintain
a firm grip on the handle when operating to prevent the separator vanes from
Revision 2.2
slamming from one position to another
under airload force.
ENGINE FUEL SYSTEM
The engine fuel system includes:
• Oil-to-fuel heater
• Engine-driven fuel pump
• Fuel control unit
• Flow divider and dump valve
• Dual fuel manifold with 14 simplex nozzles
(10 primary and four secondary)
• Two fuel drain lines
The system provides fuel flow to satisfy engine
speed and power demands. Fuel from the aircraft
reservoir is delivered to the oil-to-fuel heater (Figure 7-7), which uses 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 fuel temperature by allowing oil either to
FOR TRAINING PURPOSES ONLY
7-7
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
TO FLOW
DIVIDER
ENGINE FUEL SYSTEM BLOCK DIAGRAM
FLOW DIVIDER
&
DUMP VALVE
FUEL
FUEL
SHUTOFF
VALVE
FUEL
CONTROL UNIT
7 POWERPLANT
PX A IR
P Y A IR
Ng GOVERNOR
FUEL
MOTIVE FLOW
RETURN TO
RESERVOIR
TANK
FUEL
METERING
VALVE
TO
Nf GOV.
ENGINE-DRIVEN
FUEL PUMP
GOV.
BELLOWS
FUEL
P 3 A IR
FUEL MOTIVE FLOW
HEATER RETURN TO
RESERVOIR
TANK
ACCEL.
BELLOWS
(EVACUATED)
TO
EMERGENCY
POWER LEVER
LEGEND
Px
HIGH PRESSURE FUEL
METERED FUEL
MOTIVE FLOW RETURN FUEL
PX AIR
PY AIR
Py
FROM
Ng GOVERNOR
FUEL SUPPLY
(FROM FUEL PUMP)
Figure 7-8. Engine Fuel System
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 AGB at the 2 o’clock position and has an inlet
screen and an outlet filter, which allow fuel bypass
if a blockage occurs.
The fuel control unit includes:
valve port. Residual fuel in the manifolds drains
into the ecology tank on the firewall, where motive
flow fuel draws the collected fuel back into the
fuel system.
NOTE
On 675 SHP Caravans residual fuel in
the manifolds drains into the fuel can on
the firewall, where it is drained daily or
after no more than six engine shutdowns.
• Fuel metering section
• Temperature-compensating section
STARTING SYSTEM
• Gas generator pneumatic governor
The starting system includes a starter-generator, a
STARTER switch, and an amber STARTER ON
message.
The fuel control unit determines the fuel schedule,
which provides the power required as established
by the power lever input. The fuel scheduling is
accomplished by controlling the compressor turbine speed.
When the fuel cutoff valve in the fuel control unit
closes during engine shutdown, both primary and
secondary manifolds are connected to a dump
7-8
The starter-generator functions as a motor for
engine starting and accelerates the gas generator
section until 46% Ng is reached, at which time the
start cycle terminates.
The starter-generator is controlled by a threeposition STARTER switch on the left sidewall
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
switch panel (see Figure 7-5). The switch has OFF,
START, and MOTOR positions.
The START position energizes the starter-generator, which rotates the gas generator portion of
the engine for starting. The START position also
energizes the ignition system when the IGNITION
switch is in the NORM position.
When the engine has started, the starter switch must
be manually positioned to OFF to deenergize the
ignition system and to activate the generator system. Verify that the STARTER ON message disappears, and then check the engine indications.
7 POWERPLANT
The OFF position deenergizes the ignition and
starter circuits and is in the normal position at all
times except during engine start.
Figure 7-9. Test Switch
COMPONENTS
CHIP DETECTORS
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. Engine motoring is used for clearing fuel
from the engine, washing the engine compressor,
etc. The MOTOR position is spring-loaded to the
OFF position.
Two chip detectors are on the engine: one on the
underside of the reduction gearbox case and one on
the underside of the AGB case. The chip detectors
drive an amber CHIP DETECT message, which
appears when metal chips are detected in either
gearbox. This message indicates a need for an
engine inspection for abnormal wear.
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 engine motoring with the
ignition on. Starter contactor operation is indicated
by an amber STARTER ON message.
PROPELLER
ENGINE FIRE DETECTION
SYSTEM
The engine fire detection system includes a heat
sensor in the engine compartment, a red ENGINE
FIRE message, and a warning horn above the pilot.
A TEST switch is to the left of the pilot primary
flight display (PFD) (Figure 7-9). When the switch
is toggled to the FIRE DETECT position, the red
ENGINE FIRE message appears and the warning
horn sounds, indicating that the fire warning circuitry is operational. The system is protected by a
FIRE DET circuit breaker on the CB panel.
Revision 3.0
The aircraft has an all metal, 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).
NOTE
On the 675 SHP Caravans there is an
optional composite-material.
The PROP RPM lever is on the center control pedestal. To feather the propeller blades, position the
control lever to FEATHER. Counterweights and
spring tension twist the propeller blades through
high pitch and into the streamlined or feathered
position.
To unfeather the propeller blades, position the
PROP RPM lever forward of the FEATHER gate.
The unfeathering system uses engine oil pressure
to force the propeller out of feather.
FOR TRAINING PURPOSES ONLY
7-9
7 POWERPLANT
7-10
LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
REVERSING CAM
NORMAL
GOVERNOR
FOR TRAINING PURPOSES ONLY
FUEL CONTROL UNIT
Py AIR
AIR BLEED LINK
BETA VALVE
PILOT VALVE
PROPELLER
OVERSPEED
GOVERNOR
TO
SUMP
FROM
SUMP
TEST
SOLENOID
VALVE
TO SUMP
Revision 3.0
Figure 7-10. Propeller System (Cruise)
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
INLET AIR
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Reversed propeller pitch decreases landing ground
roll. To accomplish reverse pitch, the POWER level
is retarded beyond IDLE and well into the BETA
range. Maximum reverse power is accomplished by
retarding the POWER level to the MAX REVERSE
position, which increases power output from the
gas generator and positions the propeller blades at
full reverse pitch.
Overspeed
CAUTION
Feathering
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.
BETA Operation
Propeller Governor
The propeller governor includes a mechanical governor, a beta control valve, and a pneumatic Nf
governor. The propeller governor operates in five
modes:
• Underspeed
• Onspeed
The BETA 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. If the aircraft is equipped, the red
BETA CAS message appears when BETA range
is selected in flight.
CONTROLS AND
INDICATIONS
• Overspeed
• Feathering
• Beta range
Underspeed
CABIN HEAT FIREWALL
SHUTOFF OFF KNOB
With the PROP RPM lever 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 CABIN HEAT FIREWALL SHUTOFF knob
is a push-pull knob on the lower right side of the
pedestal. When pulled the knob actuates two firewall shutoff valves to the off position.
Onspeed
One firewall shutoff valve is in the bleed-air supply
line to the cabin heating system and one is in the
cabin return line. The knob normally is pushed in
unless a fire is indicated in the engine compartment.
In an onspeed condition in forward thrust, the forces on the engine, propeller, and propeller governor
are in balance. With the PROP RPM lever at the
desired rpm, the propeller blades are at the correct
pitch angle to absorb the power being developed
by the engine.
Revision 2.2
FOR TRAINING PURPOSES ONLY
7-11
7 POWERPLANT
To prevent damaging the propeller reversing linkage do not move the POWER
lever aft of the IDLE position when the
propeller is feathered or when the engine
is not running.
With the PROP RPM lever at the desired rpm, an
overspeed condition occurs when the propeller rpm
is driven above the preselected speed. Overspeed
conditions occur during flight altitude changes or
sudden power lever changes, or rapid changes in
atmospheric condition.
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
7 POWERPLANT
Grand Caravan EX
208
Figure 7-11. Engine Controls
ENGINE CONTROLS
The engine is operated by four separate controls
(Figure 7-11):
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.
• POWER lever
• EMERGENCY POWER lever
• PROP RPM lever
• FUEL CONDITION lever
The POWER and FUEL CONDITION levers are
used to control the engine and the PROP RPM lever
controls propeller speed and feathering.
POWER Lever
The POWER lever is connected through linkage
to a cam 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,
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 MAX REVERSE range positions. The
range from the MAX position through IDLE allows
selection of the desired engine power.
7-12
CAUTION
To prevent damaging the propeller reversing linkage do not move the POWER
lever aft of the IDLE position when the
propeller is feathered or when the engine
is not running.
EMERGENCY POWER Lever
The EMERGENCY POWER lever is linked to
the mechanical override lever on the fuel control
unit. This lever governs fuel supply to the engine
if a pneumatic malfunction occurs in the fuel control unit.
During engine operation, failure of any pneumatic
signal to the fuel control unit decreases fuel flow
to minimum idle (approximately 48% Ng at sea
level). The EMERGENCY POWER lever restores
power if such a failure occurs.
The EMERGENCY POWER lever has NORMAL,
IDLE, and MAX positions. When the fuel control
FOR TRAINING PURPOSES ONLY
Revision 3.0
unit is operating normally, the lever is kept in the
NORMAL position (full aft) and engine power is
selected by the POWER lever. The range from the
IDLE to MAX governs engine power and is used
when a pneumatic malfunction occurs in the fuel
control unit and the POWER lever is ineffective.
The FEATHER position is used during normal
engine shutdown to stop rotation of the power turbine and front engine section. Since lubrication is
unavailable after the gas generator section of the
engine shuts down, rotation of the forward engine
section is undesirable.
A mechanical stop in the lever slot requires the
EMERGENCY POWER lever be moved to the
left to clear the stop before it can be moved from
NORMAL (full aft) to IDLE.
Feathering the propeller during engine shut down
minimizes propeller windmilling under windy conditions. A mechanical stop in the lever slot requires
the PROP RPM lever be moved to the left to clear
the stop before it can be positioned into or out of
FEATHER.
NOTE
If the EMERGENCY POWER lever
is not stowed in the NORMAL position, then the red EMERG PWR LVR
message appears. This precaution is intended to prevent engine starts if the
EMERGENCY POWER lever is not positioned to NORMAL, which can cause
a hot start or overtemperature condition.
CAUTION
The EMERGENCY POWER lever and
its associated manual override system is
an emergency system and is used only
when a fuel control unit malfunctions.
Inappropriate use of the EMERGENCY POWER
lever can adversely affect engine operation and
durability. Using the EMERGENCY POWER lever
during normal operation of the POWER lever can
cause engine surges or exceedance of interstage
turbine temperature (ITT), Ng, and torque limits.
PROP RPM Lever
The PROP RPM lever is linked to the propeller
governor on the top front section of the engine. The
lever controls propeller governor settings from the
MAX rpm position to the full FEATHER position.
The PROP RPM lever has MAX, MIN, and
FEATHER positions. The MAX position, which
is used when high rpm is desired, governs the propeller speed at 1,900 rpm. The PROP RPM lever
settings from the MAX position to the MIN position permit selection of the desired engine propeller rpm for cruise.
Revision 3.0
FUEL CONDITION Lever
The FUEL CONDITION lever is linked to a combined lever and stop mechanism on the fuel control unit. The lever and stop also function as an
idle stop for the fuel control unit and for the fuel
control unit rod.
The FUEL CONDITION lever controls the minimum rpm of the gas generator turbine (Ng) when
the POWER lever is positioned to IDLE. The FUEL
CONDITION lever has the following positions:
• CUTOFF—Shuts off all fuel to the engine
fuel nozzles.
• LOW IDLE—Positions the control rod stop
to provide an rpm of 55% Ng.
NOTE
On 675 SHP Caravans LOW IDLE—Positions the control rod stop to provide an
rpm of 52% Ng.
• HIGH IDLE—Positions the control rod stop
to provide an rpm of 65% Ng.
Quadrant Friction Lock
A quadrant friction lock on the right side of the
pedestal minimizes creeping of engine controls
once they are set. The friction lock is a knurled
knob that increases friction on the engine controls
when rotated clockwise.
FOR TRAINING PURPOSES ONLY
7-13
7 POWERPLANT
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ENGINE INDICATION SYSTEM
The engine indication system (EIS) provides graphical indications and numeric values for engine, fuel,
and electrical system parameters.
7 POWERPLANT
The EIS is displayed in a vertical strip on the left
side of the PFD during engine starts and on the
multifunction display (MFD) during normal operation. If either the MFD or PFD fails during flight,
the EIS is shown on the remaining display.
The EIS consists of two pages that are selected
using the ENGINE softkey. The ENGINE page
displays indications for:
• Engine torque
• Engine ITT
• Gas generator rpm%
• Propeller rpm
• Oil pressure
• Oil temperature
• Fuel quantity
• Fuel flow
• Battery amps
• Bus voltage
• Anti-ice fluid remaining
NOTE
On 675 SHP Caravans the ENGINE
page displays indications for Propellar amps.
When the ENGINE softkey is pressed, the SYSTEM softkey appears next to the ENGINE softkey.
The SYSTEM page displays numerical values for
parameters on the ENGINE page that are shown
as indications only. Torque, ITT, Ng% and PROP
RPM are displayed identically on the SYSTEM
page.
The SYSTEM page also provides numerical indication for fuel quantity, fuel totalizer (pounds remaining and pounds used), generator amps, standby
alternator amps, battery amps, bus voltage, anti-ice
remaining (gallons of fluid and hours remaining).
7-14
Figure 7-12. EX and 208 Engine and
System Indciations
NOTE
On 675 SHP Caravans the System page
also displays propeller amps.
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
The engine and airframe unit provides data to the
EIS, which displays the data for the ENGINE page.
Engine operation is monitored by: torque, ITT, Ng,
PROP RPM, oil pressure, oil temperature, and fuel
flow.
rpm, and white with a red background when rpm
is greater than 1,901. The instrument is electrically
operated from the propeller tachometer-generator
on the right, front side of the case.
Torque (TRQ) indication is displayed at the top
of both the ENGINE and SYSTEM pages. The
torque is indicated within a round gauge with a
white pointer. The transmitter senses the difference between the engine torque pressure and the
pressure in the engine case and transmits this data
to the avionics system. Normal operating range is
indicated by a green arc that extends from 0 to redline. The red line indication is dynamic and varies
with OAT and altitude.
Interstage turbine temperature (ITT) is indicated
below the TRQ indication in a round dial gauge
with a white pointer. The gauge displays gas temperature between the compressor and power turbines. With the engine off or starting, the ITT
indication displays a green band from 100°–870°C,
an amber caution band from 766°–805°C, and a
redline at 871°C. The gauge is graduated at 100°
increments from 600°–1,100°C.
NOTE
On 675 SHP Caravans the red line indication varies from 1,865 to 1,970 ft-lbs
depending on prop rpm.
With the engine off or starting, the ITT
indication displays a green band from
100°–740°C, an amber caution band
from 766°–805°C, and a redline at
1,090°C in 675 SHP Caravans.
For normal cruise flight when prop rpm is between
1,600-1,900, the arc includes a blue torque bug.
The bug indicates maximum allowed cruise torque
per the cruise torque tables in Section 5, Limitations, of the Pilot’s Operating Handbook and the
Aircraft Flight Manual (POH/AFM).
When the engine is running, a green arc indicates
normal a operating range from 100°–825°C, an
amber caution range from 826°–849°C, and a red
line at 850°C. The gauge is graduated at 50° increments from 600°–950°C. The digital readout flashes red when an overtemperature situation occurs.
NOTE
NOTE
Dynamic Redline
The dynamic redline on the torque gauge is a representation of takeoff power below 16,000 MSL
and maximum rated power above 16,000 feet MSL.
The dynamic redline compenstaes automatically
for OAT and altitude as well as inertial separator
position and bleed air heat switch position. Failure to comply with the dynamic redline can result
in accelerated engine wear, unscheduled engine
maintenance and increased operating costs even
though no other published engine limitation has
been exceeded.
PROP RPM
The PROP RPM is indicated numerically below the
gas generator RPM. The digits are white with rpm
between 0–1,599 rpm, green between 1,600–1,900
Revision 3.0
When the engine is running, a green
arc indicates normal a operating range
from 100°–740°C, an amber caution
range from 765°–805°C, and a red line
at 805°C. The gauge is graduated at 50°
increments from 600°–900°C, in 675
SHP Caravans.
Gas Generator RPM
Gas generator RPM (Ng) is displayed below ITT on
a round dial gauge with a white pointer. The RPM
is displayed as a percentage of maximum gas generator rpm. The instrument is electrically operated
from the gas generator tachometer-generator on
the lower right portion of the accessory case. The
gauge has major tick marks at 0%, 12%, 50%, and
FOR TRAINING PURPOSES ONLY
7-15
7 POWERPLANT
Interstage Turbine Temperature
Torque
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
110% and minor tick marks at 10% intervals from
50% to 100%, with a redline at 103.7%.
NOTE
In 675 SHP Caravans the gauge has tick
marks at 0%, 12%, 50%, and 105%,
with a redline at 101.6%.
7 POWERPLANT
Fuel Flow
NOTE
The Oil temperature is displayed on a
2-digit display on the ENGINE page in
675 SHP Caravans. Normal operation
is indicated between 10°–99°C. Caution is indicated by an amber region
from –5°C to less than 10°C and from
100°–104°C. Red lines are included at
-41° and 105°C.
Refer to the “Fuel System” section of this chapter
for details on fuel flow indications.
OVERSPEED GOVERNOR
PUSH TO TEST Switch
Oil Pressure
The OVERSPEED GOVERNOR PUSH TO TEST
switch on the left side of the instrument panel is
used for testing the propeller overspeed governor
during engine runup. Pressing the switch actuates
a solenoid on the overspeed governor that resets
the governor at 1,750 rpm.
Oil pressure (OIL PSI) is displayed as a varied
color tape and 3-digit display on the ENGINE page.
A transducer senses oil pressure from the accessory case and transmits the information to the EIS.
Normal operation is indicated from 85–105 psi.
Caution is indicated by an amber bar from 40–84
psi. Warning is indicated by red lines and red
flashing digits at less than 39 psi and greater than
106 psi. The red OIL PRESS LOW message also
appears when low oil pressure is detected.
NOTE
In 675 SHP Caravans the caution is indicated by an amber bar from 40–85 psi.
Warning is indicated by red lines and
red flashing digits at less than 40 psi and
greater than 105 psi.
Oil Temperature
Oil temperature (OIL°C) is displayed as a varied
color tape and 3-digit display on the ENGINE page.
The oil temperature indication is operated by an
electrical-resistance temperature sensor. Normal
operation is indicated between 32°–99°C. Caution
is indicated by an amber region from –40°C to less
than 31°C and from 100°–104°C. Red lines are
included at -41° and 105°C. Digits vary in color
between green, amber, or red in correlation with
the pointer and tape.
Figure 7-13. OVERSPEED GOVERNOR
PUSH TO TEST Switch
To check for proper operation of the overspeed
governor during engine runup, press the OVERSPEED GOVERNOR PUSH TO TEST switch,
and then advance the POWER lever until propeller rpm stabilizes. Propeller rpm is not to exceed
1,750 ± 60 rpm.
ETM
ALTAIR FAST
Not yet Approved
7-16
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
The ALTAIR avionics ADASd system monitors
engine operation, including engine parameters,
indicated airspeed, pressure altitude, outside air
temperature, and particle separator position.
The system also monitors battery voltage as well
as the position of the emergency power lever and
the bleed air cabin heat control valve. The system
interface displays alerts for exceedance of engine
operating limits and processor faults.
The ALTAIR system acquires, retrieves, and delivers engine operating data.
Data acquisition is a function of the ADASd monitor customized through a configuration file uploaded to the processor.
Data retrieval is handled by monitor link program
(MLP) software in a laptop computer or a Personal
Digital Assistant (PDA). The MLP allows uploading of configuration files and downloading and
viewing of stored data.
Data delivery is through the Turbine Tracker™
website. The website provides links to databases
of information for each engine and is accessible
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. Configuration files 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. The history is configured to record all parameters up to two 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 PDA. The 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 ADASd and DAC
analysis improve operational safety by identifying
conditions that could shorten engine life.
Revision 3.0
Using the engine condition trend monitoring
(ECTM), replaces the required fixed hourly interval for hot section inspection with an on-condition
inspection. The data can be used by P&WC to
grant time between overhaul (TBO) extensions.
(P&WC requires ADASd for engine specific TBO
extension.)
Additionally, ADASd can identify the occurrence
of engine operating parameter events. The ADASd
data allows maintenance personnel to evaluate and
correct the condition before severe engine damage
occurs.
Components
The main components of the ADASd are a processor and a communication port.
Two circuit breakers on the left side of the main
power junction box power the system. The system
monitors the outputs for engine interstage turbine
temperature (ITT), fuel flow transmitter (FFLOW
PPH), propeller rpm tach generator (PROP RPM),
gas generator rpm, tach generator (Ng), engine
torque, and oil pressure.
Since bleed-air extraction, INERTIAL SEPARATOR, and EMERGENCY POWER lever positions
affect engine performance, the ADASd monitors
these parameters as well. All data is collected and
monitored from the avionics system through a
digital data bus.
Processor
The processor is under the right side panel in the
cabin. The processor collects and stores data from
the sensors and engine systems. It also interfaces with the avionics system to display appropriate messages if an engine parameter exceedance
occurs.
Two sources of electrical power ensure no loss of
data when the BATTERY switch is positioned to
OFF. A 1 amp ETM POWER circuit breaker provides power from the main bus when the BATTERY switch is ON. The ETM CONTINUOUS
POWER 1 amp circuit breaker provides power
directly from the aircraft battery.
FOR TRAINING PURPOSES ONLY
7-17
7 POWERPLANT
ALTAIR Avionics ADASd
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
A communication port in the copilot side panel
is used for uploading the configuration file to the
processor and downloading data from the processor. A special cable connects the communication
port to a laptop computer or a PDA. An ALTAIR
Monitor Link Program (MLP) software must be
installed on the laptop computer or PDA in order
to upload or download.
7 POWERPLANT
Controls and Indications
The ADASd processor controls five messages that
display on each PFD. The five messages are:
• ETM EXCEED (amber)
• ETM EXCEED (white)
• PREV EXCEED (white)
• ETM CAPTURE (white)
• ETM FAULT (white)
The ETM FAULT message is displayed in the advisory window. All other messages are displayed in
the CAS message area.
When Avionics 1 boots, the ETM processor runs
its normal boot procedure. A white ETM FAULT
message indicates either a processor or system
fault or that the log file is between 85–100% full.
Download the log and troubleshoot the system as
necessary.
If ETM CAPTURE and PREV EXCEED display
together indefinitely, then the processor did not finish booting. Ensure that the processor has power
from both circuit breakers and that the battery is
connected (the battery switch does not have to be
on). If the ADASd processor boots after avionics 1
boots, then the ETM EXCEED and ETM FAULT
appear momentarily while the processor boots.
ADASd does not boot from avionics 2.
If a serious event is recorded in a previous flight,
then the white PREV EXCEED CAS message
appears. Pressing the TRND/ACK softkey extinguishes the message until the next shutdown.
If the message is not acknowledged and the engine
is started, then the message changes to a white
ETM EXCEED message and remains displayed
after the engine starts.
7-18
The ETM EXCEED (amber or white) and PREV
EXCEED messages can be acknowledged at any
time by pressing the TRND/ ACK softkey. The
CAS message disappears until a new condition
occurs.
The PREV EXCEED message appears only when
maintenance or inspection is required. PREV
EXCEED messages continue appearing at each
start sequence until the log is downloaded and
reset.
Two modes of operation determine when the CAS
annunciation appear: 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, PREV EXCEED,
ETM FAULT, and ETM CAPTURE CAS messages
appear as needed. Pressing the TRND/ACK softkey
indication extinguishes the CAS annunciation or
initiates a loopback test to check the functionality
of the system.
The engine running mode is operational when the
ITT is greater than (450°C) and the Ng is greater
than 50%. During this mode, the amber and white
ETM EXCEED CAS messages appear during
flight. Pressing the TREND/ACK softkey initiates
a manual trend capture or acknowledges an ETM
EXCEED CAS message. ETM CAPTURE also
may appear if the CAPTURE softkey is pressed.
ADASd Operation
For ADASd operation, an account must be established with ALTAIR Avionics in order to use the
service. The account is established through Cessna
Aircraft Company upon delivery of the aircraft.
The account allows access to the ALTAIR avionics
website. Once the account is established, the MLP
software is downloaded to the computer operator.
The MLP software communicates with the processor for downloading information to the laptop or
PDA. All necessary documents and instructions
are available through this site. The data retrieved
from the processor can then be uploaded to a laptop or PDA for viewing and analysis. If the analysis indicates a serious condition, the operator can
be contacted.
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Air is introduced 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 of
the compressor outlet air is converted to pressure
by a diffuser and directed to the combustor, where
airflow changes 180°.
Compressed air enters the combustion chamber,
where fuel is added by 14 fuel nozzles. The igniter
plugs provide initial combustion during start. The
expanding combustion gases flow aft and turn 180°
to enter the turbine section.
break-in procedures. The engine may be operated
safely throughout the normal ranges authorized
by the manufacturer upon delivery of the aircraft.
ENGINE IGNITION
For most operations, leave the IGNITION switch in
the NORM position. When the switch is at NORM,
the ignition is on only when the STARTER switch
is in the START position.
Position the IGNITION switch to ON to prevent
engine flameout caused by ambient conditions or
brief interruption of fuel flow. The ON position
provides continuous ignition under the following
conditions:
• Operation on wet or contaminated runways
The gas generator (compressor) turbine extracts
most of the gas energy, which drives the compressor and the accessory drive gear. The gases
continue to expand through the propeller turbine,
which extracts almost all remaining energy to
drive the propeller through the reduction gear.
The spent gases enter the exhaust section, where
they are turned 180 ° and are discharged through
the exhaust pipe into the atmosphere.
• Flight in moderate or greater turbulence
• During inadvertent icing encounters prior
the inertial separator being selected to
bypass for 5 minutes
• When near fuel exhaustion as indicated by
illumination of the RSVR FUEL LOW CAS
annunciations.
NOTE
NEW ENGINE BREAK-IN AND
OPERATION
In 675 SHP Caravans Emergency also
include engine starts without starter
assist
The Pratt and Whitney of Canada PT6A-140 or
PT6A-114A turboprop engines require no specific
COMPRESSOR
BLEED VALVE
FUEL NOZZLE
IGNITER
Figure 7-14. Engine Air Intake
Revision 3.2
FOR TRAINING PURPOSES ONLY
7-19
7 POWERPLANT
OPERATION
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ENGINE SHUTDOWN
The standby alternator receives field current from
the hourmeter/AC circuit breaker. In an emergency
condition, the standby alternator can be brought
online without positioning the BATTERY switch
to ON.
7 POWERPLANT
For normal engine shutdown procedures position
the STBY ALT PWR switch to OFF before shutting
down the engine and positioning the BATTERY
switch to OFF.
If the STBY ALT PWR switch is left in the ON
position, a single indication forward of the STBY
ALT PWR switch illuminates after the BATTERY
switch is positioned to OFF. The indication is a
reminder to position the STBY ALT PWR switch
to OFF to prevent draining the battery.
OIL
OIL GRADE SPECIFICATION
Use only oil that conforms to Pratt & Whitney
engine Service Bulletin No. 1001 and all revisions
of supplements thereto. Refer to the POH/AFM for
a list of approved oils.
Total Oil Capacity
Total oil capacity for the Caravan 208 is 14 U.S.
quarts (including oil in filter, cooler, and hoses).
WARNING
Pressurized oil tank. Ensure oil dipstick
is secure.
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
HOT STARTS
A hot start is caused by excessive fuel flow at normal rpm or normal fuel flow with insufficient rpm.
The latter condition usually is the problem, which
is caused by attempting a start with a discharged
or weak battery.
A minimum battery voltage of 24 volts does not
always indicate that the battery is fully charge or
in good 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.
• If no 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 then perform the engine clearing procedure.
• With a cold engine or after making a battery
start, which causes a high initial generator
load because of battery recharging, it may
be necessary to advance the power lever
slightly ahead of the IDLE detent to maintain a minimum idle of 55% Ng.
NOTE
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
In 675 SHP Caravans it may be necessary to advance the power lever slightly
ahead of the IDLE detent to maintain a
mininum idle of 52% Ng.
Since the generator contactor closes
when the STARTER switch is positioned
to OFF, anticipate the increased engine
load by advancing the power lever to obtain approximately 55% Ng before positioning the STARTER switch to OFF
7-20
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
• If during the start, the starter accelerates the
gas generator rapidly above 20% Ng, suspect
gear train decouple. Do not continue the
start. Rapid acceleration through 35% Ng
suggests a start on the secondary nozzles.
Anticipate a hot start.
• When a GPU/EPU is used, ensure that 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 GPU or EPU with
output exceeding 1,700 amps.
During takeoff, an engine fire or failure requires
immediate pilot response. Refer to the POH/AFM
for procedures.
7 POWERPLANT
in 675 SHP Caravans. Doing so prevents the initial generator load from decreasing idle rpm below the minimum
of 52%.
• After an aborted start, it is essential before
the next start attempt to allow adequate time
to drain 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 ON CAS annunciation does not extinguish after engine start,
the generator will not function because the
start contactor may be stuck closed. Position the BATTERY switch to OFF, and then
shut down the engine if such an indication
is observed.
• Engine starts may be made with the aircraft
battery power or with an APU. It is recommended that an APU be used when the
ambient air temperature is lower than 0°F
(-18°C). Under these conditions, observe
other cold weather operating procedures in
accordance with the POH/AFM.
• If the GPU/EPU drops offline during engine
start, power to the starter is lost, which can
cause a hot start. If auxiliary power is lost,
immediately position the FUEL CONDITION lever to CUTOFF, monitor ITT, and
ensure that the engine is shutting down.
If high ITT persists, position the EXTERNAL POWER switch to OFF , position
the STARTER switch to MOTOR, and use
battery power for engine rotation to aid in
reducing ITT.
Revision 3.0
FOR TRAINING PURPOSES ONLY
7-21
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Table 7-1. CAS ANNUNCIATIONS
MESSAGE
DESCRIPTION
7 POWERPLANT
EMERG PWR LVR
Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position prior to and during the engine start (ITT in the OFF and STRT modes
ONLY).
CHIP DETECT
Indicates that metal chips have been detected in either or both the accessory
gearbox or reduction gearbox.
EMERG PWR LVR
Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position while engine is running (Non-Start).
IGNITION ON
Indicates electrical power is being supplied to the engine ignition system.
TORQUE GAGE
Indicates a miscompare between either the Pressure Altitude or OAT sensors.
The annunciation will be accompanied with a static torque gage dynamic redline.
7-22
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
1. The PT6A-140 engine is defined 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 indication 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. Both A. and B. above
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
advancing the EMERG PWR LVR
B. The EMERG PWR LVR CAS message
appears when the lever is not stowed in
the NORMAL position and engine not
running.
C. Only partial engine power is available.
D. Engine response may be slower than when
using the power lever.
Revision 3.0
6. With the propeller control lever positioned to
MAX:
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 to 1.5 quarts of
MAX HOT or MAX COLD as appropriate
8. The IGNITION switch should be positioned
to ON:
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 positioned to
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
7-23
7 POWERPLANT
QUESTIONS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
11. When the STARTER switch is positioned to
START:
A. The IGNITION switch must be positioned
to ON
B. The ignition system is energized
C. The starter-generator functions as a
generator
D. The ignition system is deenergized
7 POWERPLANT
12. During the overspeed governor test, the propeller rpm should not exceed:
A. 1,900 ± 60 rpm
B. 1,250 ± 60 rpm
C. 1,750 ± 60 rpm
D. 2,000 ± 60 rpm
7-24
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION.................................................................................................................. 8-1
DESCRIPTION....................................................................................................................... 8-1
COMPONENTS..................................................................................................................... 8-2
Heat Sensor..................................................................................................................... 8-2
CONTROLS AND INDICATIONS........................................................................................ 8-2
Cabin Heat Firewall Shutoff knob................................................................................... 8-2
OPERATION.......................................................................................................................... 8-2
Test Switch...................................................................................................................... 8-2
PORTABLE FIRE EXTINGUISHER.................................................................................... 8-3
LIMITATIONS........................................................................................................................ 8-3
EMERGENCY/ABNORMAL................................................................................................ 8-3
QUESTIONS.......................................................................................................................... 8-4
Revision 2.2
FOR TRAINING PURPOSES ONLY
8-i
8 FIRE PROTECTION
Engine Fire CAS Annunciation....................................................................................... 8-2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
8-1. CABIN HEAT FIREWALL SHUTOFF Knob........................................................ 8-2
8-2. TEST Switch............................................................................................................ 8-2
8-3. 208 Fire Extinguisher.............................................................................................. 8-3
TABLES
Table
Page
CAS ANNUNCIATIONS........................................................................................ 8-3
8 FIRE PROTECTION
8-1. Title
Revision 2.2
FOR TRAINING PURPOSES ONLY
8-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
8 FIRE PROTECTION
CHAPTER 8
FIRE PROTECTION
INTRODUCTION
The Cessna Grand Caravan EX is equipped with an engine fire-detection system as standard
equipment. The detection system includes a heat sensor in the engine compartment, a crew alert
system (CAS) warning annunciation, and a warning chime.
GENERAL
The fire-detection system in the engine compartment is a closed loop system that operates on DC
power. Signals are sent to the CAS annunciation
system and an engine fire warning appears on the
primary flight display (PFD). The aircraft has no
engine fire-extinguishing system. A handheld fire
extinguisher is available on the pilot-side door.
Revision 2.2
DESCRIPTION
The engine fire-detection system includes a heat
sensor in the engine compartment, an ENGINE
FIRE CAS annunciation , and a warning chime
above the pilot. The fire-detection system initiates
a fire warning when engine compartment temperatures become excessive.
FOR TRAINING PURPOSES ONLY
8-1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
COMPONENTS
HEAT SENSOR
The heat sensor consists of one flexible closed
loop. When the engine compartment temperature
becomes excessively high, the heat changes the
resistance of the closed loop. The change in resistance is sensed by a control box on the aft side of
the firewall. Fire warning is initiated when temperatures in the engine compartment exceed:
• 425°F (218°C) on the firewall (first section)
• 625°F (329°C) around the exhaust (second
section)
• 450°F (232°C) on the rear engine compartment (third section)
8 FIRE PROTECTION
Figure 8-1. CABIN HEAT FIREWALL
SHUTOFF Knob
CONTROLS AND
INDICATIONS
ENGINE FIRE CAS
ANNUNCIATION
When the closed loop system senses temperature
exceedance, the ENGINE FIRE CAS annunciation
appears and a repeating warning chime sounds.
CABIN HEAT FIREWALL
SHUTOFF KNOB
The CABIN HEAT FIREWALL SHUTOFF knob
is a push-pull knob on the lower right side of the
center pedestal (Figure 8-1). When pulled, 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. The knob normally is
pushed in unless a fire is suspected in the engine
compartment.
Figure 8-2. TEST Switch
OPERATION
TEST SWITCH
The TEST switch is left of the avionics CB panel.
When the switch is toggled to the FIRE DETECT–
UP position, the ENGINE FIRE CAS annunciation
appears and the warning chime sounds, indicating
that the fire warning system is operational.
8-2
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
The system is protected by the FIRE DET circuit
breaker on the left sidewall CB panel.
PORTABLE FIRE
EXTINGUISHER
CAUTION
If smoke or fire is present, immediately
don oxygen masks and smoke goggles,
and set oxygen to 100%. Ensure that
passengers have supplemental oxygen.
8 FIRE PROTECTION
To operate the portable fire extinguisher, remove
the extinguisher from its bracket on the pilot-side
door, hold it upright, and then aim it at the base of
the fire. Using the attached ring, pull the pin from
the extinguisher.
Squeeze the extinguisher handles together to release
the extinguishing agent. Spray the extinguishing
agent using a side-to-side motion while aiming at
the base of the fire. Anytime the extinguisher is
used, even partially, maintenance is required before
further dispatch.
Figure 8-3. 208 Fire Extinguisher
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Table 8-1. CAS ANNUNCIATIONS
MESSAGE
ENGINE FIRE
Revision 3.0
DESCRIPTION
Indicates an excessive temperature condition and/or fire has occurred in the
engine compartment.
FOR TRAINING PURPOSES ONLY
8-3
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
1. The fire-detection test function assures:
A. Firewall is intact
B. Fire detection loop has proper integrity
C. No fire exists in the engine compartment
D. Fire detection system cannot give false
warnings
2. The fire-detection system only warns of a fire
in the engine compartment.
A. True
B. False
8 FIRE PROTECTION
3. The temperature at which the fire warning initiates 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 fire extinguisher
B. Secures the firewall if an engine fire occurs
C. Turns off the bleed-air heat if the passengers are too hot
D. Deactivates the engine fire extinguisher
5. According to the “Engine Fire in Flight”
checklist, a red ENGINE FIRE CAS annunciation and warning chime:
A. Requires activation of the FIRE DETECT
switch
B. Requires declaration of an emergency
C. Requires considering the five memory
items associated with the “Engine Fire in
Flight” checklist
D. Requires activation of the fire extinguisher
8-4
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION.................................................................................................................. 9-1
DESCRIPTION....................................................................................................................... 9-2
CONTROLS AND INDICATIONS........................................................................................ 9-2
VACUUM LOW FLAG................................................................................................... 9-2
LIMITATIONS........................................................................................................................ 9-3
9 PNEUMATICS
EMERGENCY/ABNORMAL................................................................................................ 9-3
Revision 2.2
FOR TRAINING PURPOSES ONLY
9-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
Pneumatic System Schematic.................................................................................. 9-2
9-2. Standby Atitude Indicator........................................................................................ 9-3
9 PNEUMATICS
9-1. Revision 2.2
FOR TRAINING PURPOSES ONLY
9-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
INTRODUCTION
This chapter describes the pneumatic system on the Cessna Grand Caravan EX. The pneumatic
system routes air for the standby attitude indicator.
GENERAL
The pneumatic system uses engine compressor
bleed air for the standby attitude indicator in the
aircraft.
Revision 3.0
FOR TRAINING PURPOSES ONLY
9-1
9 PNEUMATICS
CHAPTER 9
PNEUMATICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
LEGEND
High Pressure Bleed Air
Low Pressure Bleed Air
Regulated Bleed Air
Vacuum
Heat to Cabin
Cabin Return
VACUUM
EJECTOR
PRESSURE REGULATING
VALVE
VACUUM
RELIEF
VALVE
FLOW CONTROL
VALVE
MIXING AIR
VALVE
MIXER/
MUFFLER
FIREWALL
SHUTOFF
VALVES
VACUUM AIR
FILTER
9 PNEUMATICS
Figure 9-1. Pneumatic System Schematic
DESCRIPTION
The vacuum system provides suction for the standby attitude indicator.
Vacuum is obtained by passing regulated compressor outlet bleed air through a vacuum ejector. Bleed
air flowing through an orifice in the ejector creates
the suction necessary to operate the instruments.
The vacuum system consists of the standby attitude
indicator, a 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.
9-2
CONTROLS AND
INDICATIONS
VACUUM LOW FLAG
A red flag appears on the standby attitude indicator when a possible low vacuum condition exists
in the vacuum system.
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
9 PNEUMATICS
Figure 9-2. Standby Atitude Indicator
Revision 3.0
FOR TRAINING PURPOSES ONLY
9-3
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................ 10-1
COMPONENTS................................................................................................................... 10-4
Protection Panels........................................................................................................... 10-4
Fluid Tank...................................................................................................................... 10-5
Equipment Pack............................................................................................................. 10-5
Propeller Slinger Ring................................................................................................... 10-5
Windshield Spray Bar.................................................................................................... 10-5
Pitot-Static And Stall HEAT system.............................................................................. 10-5
Engine Inertial Separator System.................................................................................. 10-5
Wing Inspection Light................................................................................................... 10-5
Windshield Ice Detector Light...................................................................................... 10-6
Low Airspeed Awareness System.................................................................................. 10-6
CONTROLS AND INDICATIONS...................................................................................... 10-6
PRIMARY Switch......................................................................................................... 10-6
MAX FLOW Switch..................................................................................................... 10-7
BACKUP Switch........................................................................................................... 10-8
PITOT/STATIC HEAT Switch...................................................................................... 10-8
INERTIAL SEPARATOR CONTROL Handle............................................................. 10-8
Anti-Ice Fluid Quantity Indicator.................................................................................. 10-8
Fluid Tank Sight Glass.................................................................................................. 10-9
Revision 2.2
FOR TRAINING PURPOSES ONLY
10-i
10 ICE AND RAIN
PROTECTION
STALL HEAT Switch................................................................................................... 10-8
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
OPERATION........................................................................................................................ 10-9
PRIMARY Switch......................................................................................................... 10-9
MAX FLOW Switch.................................................................................................. 10-10
BACKUP Switch........................................................................................................ 10-10
LIMITATIONS................................................................................................................... 10-11
EMERGENCY/ABNORMAL........................................................................................... 10-11
QUESTIONS..................................................................................................................... 10-12
10 ICE AND RAIN
PROTECTION
10-ii
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
10-1. Ice Protection Airframe Components.................................................................... 10-2
10-2. Anti-Ice Protection System.................................................................................... 10-3
10-3. Wing Inspection Light........................................................................................... 10-6
10-4. Windshield Ice Detect Light.................................................................................. 10-6
10-5. Circuit Breaker Panels........................................................................................... 10-7
10-6. Anti-Ice Instrument Panel...................................................................................... 10-7
10-7. Fluid Quantity Indication...................................................................................... 10-8
10-8. Fluid Sight Glass................................................................................................... 10-9
TABLES
Table
Title
Page
10 ICE AND RAIN
PROTECTION
10-1. CAS ANNUNCIATIONS................................................................................... 10-11
Revision 2.2
FOR TRAINING PURPOSES ONLY
10-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The ice protection system on the Cessna Grand Caravan EX provides fluid-based (TKS fluid)
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 to earlier aircraft.
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 10-1). 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
Revision 2.2
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 displacement, constant volume metering pumps supply fluid to the panels and
FOR TRAINING PURPOSES ONLY
10-1
10 ICE AND RAIN
PROTECTION
GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
LASER DRILLED TITANIUM
POROUS PANELS
SLINGER RING
FOR PROPELLER
WINDSHIELD
SPRAY BAR
FLUID TANK AND
EQUIPMENT PACK–PUMPS,
FILTERS, TIMERS
Figure 10-1. Ice Protection Airframe Components
propeller. Single and combined pump operation
and timed pumping provide a range of flow rates
for different icing conditions. An on-demand gear
pump supplies fluid to the windshield spray bar for
clear vision through the windshield (Figure 10-2).
• Alternate static source
For aircraft approved for flight into known icing
conditions, they are approved as defined by 14
CFR, Part 23, and for use in continuous maximum and maximum intermittent icing envelopes,
as defined 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:
• Engine inertial separator
10 ICE AND RAIN
PROTECTION
• 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
10-2
• Left and right heated pitot-static tubes
• Wing inspection light
• Engine-driven generator
• Heater and defroster
• Standby electrical system
• Windshield ice detector light
• Heated lift detector (stall warning system)
• Vortex generators
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
complete removal of contamination,
FOR TRAINING PURPOSES ONLY
Revision 2.2
Revision 3.0
HIGH PRESSURE
SWITCH
FILTERS
PROPORTIONING
UNIT ASM
VENT
VENT
FLUID
LEVEL
SENDER
METERING
PUMPS
TO WING
STRUT
SOLENOID
VALVE
WINDSHIELD
PUMP
PROPELLER
PROPORTIONING
UNIT
WINDSHIELD
SPRAYBAR
CRACKING
VALVES
(CHECK VALVES)
LOW PRESSURE
SWITCHES
P
PROPORTIONING UNIT
10-3
Figure 10-2. Anti-Ice Protection System
10 ICE AND RAIN
PROTECTION
P
LOW
LEVEL
SWITCH
P
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
EQUIPMENT PACK ASSEMBLY
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
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 PITOT/STATIC and STALL HEAT
switches to ON for 30 seconds, and then
OFF. Ensure that the pitot covers are removed prior to positioning the PITOT/
STATIC HEAT switch to ON.
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.
NOTE
10 ICE AND RAIN
PROTECTION
Upon encountering any icing condition,
exit the condition immediately before
aircraft performance degrades. Ice accretion can cause degraded performance
and can make a climb unachievable.
WARNING
The in-flight ice protection equipment
does not remove ice, snow, or frost ac-
10-4
cumulation 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 the wings, struts, 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 notes in the Performance section of
the 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, a pitot-static-static and stall
warning system, and an engine inertial separator
system. The ice protection system includes the following components.
PROTECTION PANELS
The outer skin of the ice protection panels are
0.0353 inches (0.9 mm) titanium, which provides
strength, durability, lighter weight, and corrosion
resistance.
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
The panel skin is perforated with laser-drilled holes
(0.0025 inches or 0.0636 mm) in diameter, 800 per
square inch). The porous panels provide even fluid
coverage from best rate-of-climb speed to VMO.
propeller ice protection fluid runs back toward the
fuselage during flight, providing further ice protection to the fuselage, cargo pod forward surfaces,
and gear strut.
FLUID TANK
WINDSHIELD SPRAY BAR
A 20.8 gallon (75.8 liter) tank and an equipment
pack on 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.
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
EQUIPMENT PACK
The equipment pack consists of:
• Two metering pump—pump No.1 and pump
No. 2
• On-demand gear pump
• Fluid system filters
A heating element in the stall warning vane and
sensor on the wing leading edges provides additional ice protection. The stall warning sensors are
monitored for failure; if failure occurs an amber
STALL HEAT crew alert system (CAS) message
appears.
• Fluid level sender
• Low fluid switch
• High pressure switch
• Cracking (check) valves
ENGINE INERTIAL SEPARATOR
SYSTEM
• Wire harness
• Timers (see Figure 10-2)
The metering pumps propel fluid as needed through
nylon tubes from the tank through microfilters to
the leading edge surfaces and propeller. The microfilters 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
A fluid slinger ring and feed nozzle on the propeller delivers ice protection to the propeller. The
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 10-3).
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.
FOR TRAINING PURPOSES ONLY
10-5
10 ICE AND RAIN
PROTECTION
• Solenoid
Revision 2.2
A pitot-static heat system assures proper airspeed
indications and prevents ice formation if ice conditions conducive to icing (visible moisture at 41°F
or 5°C). The system consists of heating elements
in the left and right pitot-static tubes.
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 10-3. Wing Inspection Light
Figure 10-4. Windshield Ice Detect Light
The light is protected by the WING ICE DET
LIGHT circuit breaker on the CB panel.
flashing. The switchlight remains illuminated solid
white as long as the airspeed is below 97.5 ± 2
knots.
WINDSHIELD ICE DETECTOR
LIGHT
A red windshield ice detector light is on the lower
inboard portion of the pilot windshield (Figure
10-4). If the windshield is clear of ice, distinct red
circles are present above the light. If the windshield
is contaminated, the red circles become more diffused and the area of red light increases.
LOW AIRSPEED AWARENESS
SYSTEM
In TKS equipped aircraft, the low airspeed awareness (LAA) system is designed to warn the pilot
when airspeed falls below 97.5 ± 2 knots while
operating in icing conditions.
10 ICE AND RAIN
PROTECTION
When the PITOT/STATIC HEAT switch is turned
ON prior to takeoff, the BELOW ICING MIN
SPD switchlight illuminates white indicating that
the airspeed is below the threshold of 97.5 ± 2
knots. Once the airspeed exceeds the threshold,
the switchlight extinguishes. If the airspeed falls
back below the threshold, the switchlight alternates between amber and white and the stall warning horn sounds intermittently until the airspeed is
increased above the threshold.
Pressing the flashing switchlight silences the stall
warning horn and causes the switchlight to stop
10-6
Aircraft equipped with a Garmin GFC-700 autopilot, the autopilot automatically disengages when
the flashing amber and white switchlight is activated. In non-equipped aircraft, The autopilot must be
turned off manually at the first sign of LLA activation until airspeed is under control.
CONTROLS AND
INDICATIONS
The ice and rain protection system is powered by
28 VDC from Bus 1 and Bus 2 of the electrical
system (Figure 10-5). Three switches on the ANTIICE control panel are used to control the system
(Figure 10-6).
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.
The OFF position terminates the selected operation.
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
GRAND CARAVAN EX
208
Figure 10-5. Circuit Breaker Panels
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.
The NORM or HIGH position must be selected
on the PRIMARY switch in order to select MAX
FLOW AIRFRAME operation.
The 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.
10 ICE AND RAIN
PROTECTION
MAX FLOW SWITCH
Figure 10-6. Anti-Ice Instrument Panel
Revision 3.0
FOR TRAINING PURPOSES ONLY
10-7
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
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
independently of the PRIMARY and BACKUP
switch positions.
• NORMAL–PUSH—Use for all other
operations.
Refer to the POH/AFM for performance changes
associated with the INERTIAL SEPARATOR handle operations.
ANTI-ICE FLUID QUANTITY
INDICATOR
The fluid level sensor in the fluid tank monitors
fluid quantity. The fluid level sender transmits an
electrical signal to the avionics system, based on
the fluid level. The system converts the signal to a
digital readout on the multifunction display (MFD)
(Figure 10-7).
The MFD can operate either in engine display or
system display. Engine display operation displays
PITOT/STATIC HEAT SWITCH
The two-position PITOT/STATIC HEAT 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
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:
10 ICE AND RAIN
PROTECTION
• BYPASS–PULL—Use when flying through
visible moisture such as clouds, rain, snow,
and ice-crystals with an outside air temperature (OAT) of 41°F (5°C) or lower. Use also
for ground operations or takeoff from dusty
or sandy field conditions to minimize ingestion of foreign particles into the compressor.
10-8
FLUID QUANTITY
READOUT
Figure 10-7. Fluid Quantity Indication
only the gallons of fluid remaining.
The system display operation displays gallons and
time remaining until fluid is depleted, and is valid
only when NORM or HIGH are selected. When
the BACKUP switch is position to ON, the time
remaining is invalid.
Time remaining is based on fluid quantity and
the selected operation (when anti-ice is off, time
remaining is based on normal operation).
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
A green readout indicates at least 20 minutes of
fluid remains in the NORM position or at least 8
minutes of fluid remains in the HIGH position.
An amber background on the readout indicates 20
minutes or less fluid remaining in NORM position.
A red readout indicates 5 minutes or less of fluid
remaining in the NORM position, and 1 minute
or less in the MAX FLOW AIRFRAME position.
The minimum fluid level for dispatch is 11.7 gallons and is indicated on the fluid tank sight glass.
FLUID TANK SIGHT GLASS
A fluid tank sight glass is near the filler assembly
inside the cargo pod access door, forward of the
left wing strut (Figure 10-8). The witness mark
on the sight glass is used to determine the proper
fluid quantity for dispatch into known icing conditions. The sight glass is viewed through the cargo
pod door.
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.
CAUTION
Minimum dispatch quantity in the fluid
tank is 11.7 gallons. Use the sight gauge
to verify that the fluid tank contains at
least this quantity prior to takeoff or
flight into icing conditions.
Figure 10-8. Fluid Sight Glass
°° NORM
°° OFF
• MAX FLOW switch
°° AIRFRAME
°° WINDSHIELD
• BACKUP switch
°° ON
°° OFF
OPERATION
HIGH Position
The fluid control system has the following
operations:
The HIGH position (up) arms the low pressure,
high pressure, and low level sensors for active
operation, and runs pump No. 1 continuously.
• PRIMARY switch
°° HIGH
Revision 3.0
FOR TRAINING PURPOSES ONLY
10-9
10 ICE AND RAIN
PROTECTION
PRIMARY SWITCH
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
To use the high operation, position the PRIMARY
switch to HIGH (up). To terminate pump operation,
position the PRIMARY switch to OFF.
If low pressure is indicated, position the PRIMARY switch to OFF, and then position the BACKUP
switch to ON.
NORM Position
WINDSHIELD 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.
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.
To use normal operation, position the PRIMARY
switch to NORM (center). To terminate pump
operation, position the PRIMARY switch to OFF.
MAX FLOW SWITCH
AIRFRAME Position
The max flow airframe operation is used in heavy
or severe icing conditions.
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 center position.
To terminate the operation, position the PRIMARY
switch to OFF.
Fluid Consumption
The MAX FLOW switch operations have the following maximum endurance levels with a full tank
of fluid:
• PRIMARY switch
°° NORM—3 hours 25 minutes
°° HIGH—1 hour, 20 minutes
• MAX FLOW switch
10 ICE AND RAIN
PROTECTION
°° AIRFRAME—40 minutes
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 at the
selected interval.
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 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 MAX FLOW switches.
• BACKUP switch
°° ON—1 hour, 20 minutes
10-10
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Table 10-1. CAS ANNUNCIATIONS
MESSAGE
DESCRIPTION
Indicates system pressure on either side is too low for normal system operation
and potential substandard ice protection.
A-ICE FLUID LO
Indicates a low fluid level condition exists (approx. two U.S. gallons remain)
and that at least 20 minutes of ice protection fluid endurance remains when the
system is operated in NORM mode.
A-ICE PRESS HI
Indicates the system fluid filters should be replaced.
L-R P/S HEAT
Indicates both pitot/static vane heater systems (left and right) have malfunctioned
or both the LEFT and RIGHT PITOT HEAT circuit breakers are pulled.
L P/S HEAT
Indicates the left side pitot/static vane heater system has malfunctioned or the
LEFT PITOT HEAT circuit breaker is pulled.
R P/S HEAT
Indicates that the right side pitot/static vane heater system has malfunctioned or
the RIGHT PITOT HEAT circuit breaker is pulled.
STALL HEAT
Indicates the stall warning heater system has malfunctioned or the STALL WARN
circuit breaker is pulled in conditions below 19°C (66°F) or above 52°C (125°F).
10 ICE AND RAIN
PROTECTION
A-ICE PRESS LOW
Revision 3.2
FOR TRAINING PURPOSES ONLY
10-11
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
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
6. When the anti-ice fluid control switch operates
in MAX FLOW AIRFRAME, a red readout on
the MFD 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
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
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
4. The minimum de-ice fluid level for dis-patch
into forecast icing conditions is:
A. 20 gallons
B. 15 gallons
C. 11.7 gallons
D. 9.3 gallons
9. The 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
5. When operating with the anti-ice fluid control
switch in NORMAL, a green readout on the
MFD indicates that at least:
A. 20 minutes of fluid remain
B. 15 minutes of fluid remain
C. 10 minutes of fluid remain
D. 5 minutes of fluid remain
10 ICE AND RAIN
PROTECTION
10-12
FOR TRAINING PURPOSES ONLY
Revision 3.0
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................ 11-1
AIR CONDITIONING SYSTEM......................................................................................... 11-2
Description.................................................................................................................... 11-2
Components................................................................................................................... 11-2
Controls and Indications................................................................................................ 11-2
Air Conditioning Switch............................................................................................... 11-2
Operation....................................................................................................................... 11-3
CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM............................... 11-4
Description.................................................................................................................... 11-4
Components................................................................................................................... 11-4
Controls and Indications................................................................................................ 11-4
LIMITATIONS...................................................................................................................... 11-8
EMERGENCY/ABNORMAL.............................................................................................. 11-8
QUESTIONS........................................................................................................................ 11-9
Revision 2.2
FOR TRAINING PURPOSES ONLY
11-i
ILLUSTRATIONS
Figure
Title
Page
11-1. Air Conditioning Controls..................................................................................... 11-2
11-2. Air Conditioning Schematic.................................................................................. 11-5
11-3. CABIN HEAT FIREWALL SHUTOFF Knob...................................................... 11-7
11-4. VENT AIR Control Knobs.................................................................................... 11-7
11-5. Instrument Panel Vent Knobs................................................................................ 11-7
Revision 2.2
FOR TRAINING PURPOSES ONLY
11-iii
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Cessna Grand Caravan EX has an air conditioning system, heating system, and ventilation
system that provide comfortable cabin temperatures during hot and cold weather operation on the
ground and in-flight. A windshield defrost system is provided. Controls for the system are in the
cockpit.
GENERAL
The aircraft has a vapor cycle air conditioning system. Evaporator units direct cooled air to a series of
overhead outlets in the cabin headliner. Controls for
the air conditioning system vary the temperature
and flow of the cooled air. The system is protected
by circuit breakers on the left sidewall CB panel.
Revision 2.2
The cabin airflow temperature and volume is regulated by the heating, ventilating, and defrosting
system. The heating system routes hot compressor
bleed air from the engine and mixes the air with
cabin return air to achieve the correct air temperature before routing the air to the cabin air distribution system.
FOR TRAINING PURPOSES ONLY
11-1
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
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 ceiling distributes ventilating air to
individual overhead outlets.
Evaporator
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.
Condenser
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.
The evaporator works like a heat exchanger, and
takes heat from the closed system and adds it to
the air.
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 on the
AIR CONDITIONING control panel on the bottom
of the instrument panel directly above the control
pedestal (Figure 11-1).
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
• System condenser in the engine compartment
• Refrigerant lines under the floorboards that
interconnect the compressor, evaporator, and
the condenser
COMPONENTS
Compressor
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.
11-2
Figure 11-1. Air Conditioning Controls
AIR CONDITIONING SWITCH
Positioning the AIR CONDITIONING switch to
COOL starts the compressor and evaporator fans
(Figure 11-1). Positioning the switch to VENTILATE activates only the evaporator fans, which
provide 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 to the LEFT, AFT, and RIGHT evaporator fans (Figure 11-1).
FOR TRAINING PURPOSES ONLY
Revision 2.2
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
System electrical protection is provided by four
15-amp circuit breakers on the left sidewall CB
panel:
• LEFT VENT BLWR
• RIGHT VENT BLWR
NOTE
For increased cooling during ground
static conditions, increase Ng 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. Prevent this situation.
• AFT VENT BLWR
• AIR COND CONT
OPERATION
Ground Operation
After preflight inspection and engine start, close
the 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 Ng of 55%. Position all AIR CONDITIONING FANS switches to HIGH and the COOL
–OFF–VENTILATE switch to COOL.
NOTE
On 675 SHP Caravans a minimum Ng of
54% is required for ground operations.
CAUTION
Under extremely hot outside air temperature (OAT) and/or high ground elevation conditions, the idle interstage
turbine temperature (ITT) can exceed
the maximum idle ITT limitation of
700°C. Advance the FUEL CONDITION lever toward HIGH IDLE to
increase the idle Ng as required to maintain a satisfactory ITT 700°C or lower.
CAUTION
On 675 SHP Caravans maximum ITT
is 685°C. Advance the FUEL CONDITION lever toward HIGH IDLE to
increase the idle Ng as required to maintain a satisfactory ITT 685°C or lower.
If the temperature of the air coming
from the outlets does not start to cool
within a minute or two the system can be
malfunctioning and must be turned off.
In-Flight Operation
Initially, it can be desirable to operate the system
with the AC FANS switch on HIGH for fast cool
down. Later in the flight, operating the fans on
LOW and opening the overhead vent air controls
can provide a more comfortable environment.
During extended flight when temperature and
humidity are extremely high, the evaporator coils
can accumulate frost. If frost forms, as evidenced
by reduced airflow, position the COOL–OFF–
VENTILATE switch to VENTILATE and position the AIR CONDITIONING FANS switches to
HIGH. Doing so increases the evaporator discharge
temperature sufficiently to clear the frost.
NOTE
A high-pressure safety switch in the
air conditioning system disengages the
compressor clutch and stops system operation if the system becomes overloaded. The system cycles on again when
the pressure drops. If the system does
not restore within a reasonable period,
it can be malfunctioning and must be
turned off.
Use the blower portion of the air conditioning system at any time outside air cabin air circulation are
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FOR TRAINING PURPOSES ONLY
11-3
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
desired. Position the COOL–OFF–VENTILATE
switch to VENTILATE and then position the AC
FANS switches to LOW or HIGH as desired.
The switch settings can be retained before and
after landing.
WARNING
Operation of the air conditioner can
cause compass deviation of more than
10°.
The aircraft has a 25-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 air conditioner installation.
When climbing at altitude above the critical altitude
for 675 shaft horsepower (SHP) (ITT at maximum
climb, ITT limit and torque below 2,397 ft-lbs),
there is a 25 fpm loss in maximum rate of climb.
NOTE
On 675 SHP Caravans 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 air conditioner installation.
NOTE
On 675 SHP Caravans When climbing
at altitude above the critical altitude for
675 shaft horsepower (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 altitude where the maximum
allowable cruise power is below the torque limit, as
noted in the cruise performance tables in Section 5
of the POH/AFM, 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
are regulated by the cabin heating, ventilating, and
defrosting system (Figure 11-2). Air distribution
for the passenger versions of the CE-208 and CE208B is shown in Figure 11-2.
In the heating system, hot compressor outlet P3 air
is routed from the engine through a flow control
valve and then through a mixer/muffler. There 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, permit individual ventilation to the pilot and
the front passenger. Eight adjustable overhead ventilation outlets provide ventilation to passengers.
The swivel outlets can be adjusted for optimum
ventilation. Airflow volume is controlled by rotating the outlet nozzle, which controls an internal
valve.
CONTROLS AND INDICATIONS
The cabin heating, ventilating, and defrosting system controls are on the CABIN HEAT control
panel.
FOR TRAINING PURPOSES ONLY
Revision 3.1
Revision 3.1
LEGEND
EVAPORATOR
RECEIVER / DRYER
WEMAC
FOR TRAINING PURPOSES ONLY
AFT EVAPORATOR
CONDENSER
CABIN VENTS
COMPRESSOR
EVAPORATOR
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Liquid Refrigerant
Vapor Refrigerant
Cold Air
Outside Air
AIR DISTRIBUTION DUCT
11-5
Figure 11-2. Air Conditioning Schematic
11 AIR CONDITIONING
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
BLEED AIR HEAT Switch
A two-position BLEED AIR HEAT switch controls the bleed air control valve (Figure 11-2). The
ON position opens the flow control valve, allowing
hot bleed air to flow to the cabin heating system.
The OFF position closes the valve, shutting off hot
bleed air to the heating system.
On 675 SHP Caravans leaving the
BLEED AIR HEAT Switch can result
in a hot start or abnormal acceleration
to idle.
MIXING AIR Knob-GRD Position
TEMP Selector Knob
A rotary TEMP knob modulates the opening and
closing of the flow control valve, which controls the
volume and temperature of cabin airflow. Clockwise rotation of the knob increases the airflow volume and temperature.
NOTE
If more cabin heat is needed while on
the ground, position the FUEL CONDITION lever to HIGH IDLE.
Some delay (hysteresis) can occur when adjusting bleed air temperature. The resulting volume
of bleed air can be different when approaching a
particular temperature selector knob position from
a clockwise direction versus a counterclockwise
direction.
For best results rotate the temperature selector knob
fully clockwise and then slowly rotate it counterclockwise to decrease bleed air flow to the desired
volume.
A temperature sensor in the outlet duct from the
mixer/muffler operates in conjunction with the
TEMP knob. A high temperature (overheat) conditions in the outlet duct energizes the temperature
sensor, which closes the flow control valve and
shuts off the source of hot bleed air from the engine.
CAUTION
Leaving the BLEED AIR HEAT Switch
ON and the TEMP control knob fully
OPEN can result in a hot start or abnormal acceleration to idle.
11-6
CAUTION
The MIXING AIR–push-pull control is used to mix
compressor bleed air with hot compressor outlet
air in the GRD position.
When the control is positioned to GRD (pulled
out), warm compressor bleed valve air (P2.5) mixes
with hot compressor outlet air (P3) in the mixer/
muffler.
Use the GRD position during ground operation
when warm compressor bleed valve air (P2.5) is
available below 89% Ng (PT6A-114A) or 92% Ng
(for PT6A-114A engines) and when the bleed air is
used to augment the hot compressor outlet bleed air
supply (P3) in cold ambient temperatures.
MIXING AIR Knob-FLT Position
The MIXING AIR-push-pull control mixes cabin
return air with hot compressor outlet air in the FLT
position.
When the control is positioned to FLT (pushed
in), cabin return air mixes with the hot compressor
outlet air (P3) in the mixer/muffler. Recirculation
of cabin return air enables the heating system to
maintain the desired temperature for proper cabin
heating.
Use the FLT position on the ground when ambient temperatures are mild and maximum heating
is not required. When the switch is positioned to
FLT, the excess warm compressor bleed valve air
(P2.5), available at power settings below 92% Ng
for PT6A-114A engines, exhausts overboard from
the mixing air valve.
FOR TRAINING PURPOSES ONLY
Revision 3.1
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 11-3. CABIN HEAT FIREWALL
SHUTOFF Knob
Figure 11-4. VENT AIR Control Knobs
NOTE
The MIXING AIR control must always
be positioned to FLT (pushed in) when
the aircraft 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 can overheat and cause an automatic shutdown.
FWD CABIN–Position
The FWD CABIN-PUSH position directs heated
air to the forward cabin. When the control is positioned to FWD CABIN (pushed in), heated air is
directed to the forward cabin through four heater
outlets behind the instrument panel and/or the two
windshield defroster outlets.
Position the control to any intermediate setting for
the desired distribution of heated air to the forward
and aft cabins.
AFT CABIN Position
The AFT CABIN position directs heated air to the
aft cabin.When the control is positioned to AFT
CABIN (pulled out), heated air is directed to the
aft cabin heater outlets on the cabin sidewalls at
floor level.
Figure 11-5. Instrument Panel Vent Knobs
Revision 3.1
FOR TRAINING PURPOSES ONLY
11-7
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
DEFROST–Position
The DEFROST-push-pull control directs forward
cabin air to the windshield defroster. When the
control is positioned to DEFROST (pulled out),
forward cabin air is directed to two defroster outlets
at the base of the windshield. Note that the AFT
CABIN-PULL/FWD CABIN-PUSH control must
be pushed in for forward cabin air defrosting.
CABIN HEAT FIREWALL
SHUTOFF Knob
A CABIN HEAT FIREWALL SHUTOFF knob is
on the lower right side of the center pedestal (Figure 11-3).
When pulled out, the knob actuates two firewall
shutoff valves to the off position: one in the bleedair supply line to the cabin heating system and
one in the cabin return air line. The knob is to be
pushed in, unless a fire is suspected in the engine
compartment.
CAUTION
Do not position the CABIN HEAT
FIREWALL SHUTOFF knob to OFF
when the MIXING AIR control is positioned to GRD. Doing so causes a compressor stall 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.
progressively opens the wing shutoff valves. If the
aircraft has cabin ventilation fans but no air conditioning, then rotating the knobs to the full FAN/
OPEN position also activates the ventilation fans.
Instrument Panel Vent Knobs
Two VENT knobs are on each side of the instrument panel. Each knob is used to control ventilation from an outlet next 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 (Figure 11-5).
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
VENT AIR Control Knobs
Two rotary VENT AIR control knobs are on the
overhead console (Figure 11-4). The knobs control
operation of the shutoff valves in each wing, which
control the airflow to the cabin.
The right knob controls the right wing shutoff
valve and the left knob controls the left wing shutoff valve.
When the VENT AIR control knobs are positioned
to CLOSE, the wing shutoff valves are closed.
Rotating the knobs to the FAN/OPEN position
11-8
FOR TRAINING PURPOSES ONLY
Revision 2.2
11 AIR CONDITIONING
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
1. The minimum Ng when operating the air conditioning on the ground is:
A. 70%
B. 65%
C. 56%
D. 55%
2. What must be accomplished when operating the air conditioning on the ground if ITT
threatens to exceed 700°C:
A. Advance the condition lever
B. Open outside air vents
C. Position AC FANS to HIGH
D. Position the BLEED AIR HEAT switch to
ON
3. Operation of the air conditioner can cause
compass deviation of more than:
A. 10°
B. 15°
C. 18°
D. 20°
4. The air conditioning system is:
A. Powered by the propeller reduction system
B. Electrically operated
C. Belt operated by the engine accessory
section
D. Extracts energy from exhaust gases as its
power source
Revision 3.0
FOR TRAINING PURPOSES ONLY
11-9
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
12 PRESSURIZATION
CHAPTER 12
PRESSURIZATION
The material normally covered in this chapter is
not applicable to this airplane.
Revision 2.2
FOR TRAINING PURPOSES ONLY
12-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
13 HYDRAULIC POWER
SYSTEM
CHAPTER 13
HYDRAULIC POWER SYSTEM
The material normally covered in this chapter is
not applicable to this airplane.
Revision 2.2
FOR TRAINING PURPOSES ONLY
13-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................ 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
Revision 2.2
FOR TRAINING PURPOSES ONLY
14-i
14 LANDING GEAR
AND BRAKES
LIMITATIONS...................................................................................................................... 14-4
CARAVAN 208/208B/EX G1000 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............................................................................................ 14-3
14 LANDING GEAR
AND BRAKES
14-5. Parking Brake........................................................................................................ 14-4
Revision 2.2
FOR TRAINING PURPOSES ONLY
14-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
This chapter describes the landing gear and brake system on the Cessna Grand Caravan EX.
Information is provided on the main and nose gear, shock absorption, and brakes.
GENERAL
The tricycle type landing gear on the Cessna
Grand Caravan EX 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.
Revision 2.2
The aircraft has a single disc brake on the main
landing gear wheels. The nosewheel has no brake.
FOR TRAINING PURPOSES ONLY
14-1
14 LANDING GEAR
AND BRAKES
INTRODUCTION
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
LANDING GEAR SYSTEM
DESCRIPTION
The landing gear is a fixed-gear tricycle type gear
with a steerable nosewheel and two main wheels.
COMPONENTS
Shock Absorption
Main gear shock absorption is provided by a tubular, main gear spring with a center main gear tube
connecting the two outer main gear legs at the gear
attach trunnions. The nose gear has an oil snubber
shock strut and a tubular spring-type drag link.
OPERATION
Effective ground control while taxiing is accomplished through nosewheel steering using the rudder pedals to steer the nosewheel in the respective
direction. When the rudder pedal is pressed, a
spring-loaded steering bungee, which is connected
to the nose gear and rudder bars, turns the nosewheel through an arc of approximately 15° each
side of center. By applying differential braking the
degree of turn can be increased up to 51.5° each
side of center.
LIMITATIONS
The nose gear must not be turned more than 51.5°
either side of center during towing. The towing
limits are indicated by red stripes on each side of
the nose gear faring. Exceeding this limit can damage the gear. The nose gear has a frangible stop,
which breaks off if the limits are exceeded during towing. The stop is attached by a small cable,
which retains the stop as an indication of possible
nose gear damage.
For additional information on limitations for this
aircraft, refer to the Pilot’s Operating Handbook
and FAA-approved Airplane Flight Manual (POH/
AFM).
RIGHT MAIN
GEAR SPRING
RIGHT MAIN WHEEL
RIGHT MAIN
ATTACH TRUNNION
CENTER MAIN GEAR SPRING
STEEL TUBE
AXLE FITTING
14 LANDING GEAR
AND BRAKES
SHIMMY
DAMPENER
RIGHT BRAKE
LEFT MAIN
ATTACH TRUNNION
SHOCK STRUT
TRUNNION
AFT SUPPORT
LEFT MAIN
GEAR SPRING
FORWARD
SUPPORT
DRAG LINK
SPRING
LEFT MAIN WHEEL
NOSEWHEEL
Figure 14-1. Landing Gear System
14-2
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
BRAKE SYSTEM
DESCRIPTION
The aircraft 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
EMERGENCY/ABNORMAL
Landing With A Flat Main Tire
Fly the aircraft as desired to lighten the fuel load.
Position the FUEL SELECT switch to the OFF
position on the opposite side of the flat tire. This
lightens the load on the side of the flat tire.
CAUTION
Figure 14-3. Brake Side
Maximum fuel imbalance is 200 pounds.
Approach the airport with flaps at the FULL position. Touchdown on the inflated tire first. Hold the
aircraft 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.
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. Refill the reservoir
with MIL-H-5606 hydraulic fluid.
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 during the landing roll. Use
the minimum amount of braking necessary.
Figure 14-4. Brake Fluid Reservoir
Revision 3.0
FOR TRAINING PURPOSES ONLY
14-3
14 LANDING GEAR
AND BRAKES
COMPONENTS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
OPERATION
LIMITATIONS
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.
For specific information on limitations, refer to the
FAA-approved (AFM).
When the aircraft is parked, both main wheel
brakes can be set using the parking brake, which
is operated by a handle on the lower left side of the
instrument panel.
EMERGENCY/
ABNORMAL
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 specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Figure 14-5. Parking Brake
14 LANDING GEAR
AND BRAKES
For maximum brake life, keep the brake system
properly maintained. For aircraft with metallic
brakes, hard brake application is beneficial 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
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
1. If the nose gear is turned past the maximum
placarded travel limit:
A. The frangible stop will be sheared off.
B. The entire nose gear must be replaced.
C. No damage has been done.
D. The aircraft must not be moved.
2. The rudder pedals can be used to steer the nose
gear approximately:
A. 50° either side of center
B. 26° either side of center
C. 15° either side of center
D. 10° either side of center
14 LANDING GEAR
AND BRAKES
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
Revision 2.2
FOR TRAINING PURPOSES ONLY
14-5
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Description.................................................................................................................... 15-2
Components................................................................................................................... 15-2
Controls......................................................................................................................... 15-2
SECONDARY FLIGHT CONTROLS.................................................................................. 15-2
Wing Spoiler.................................................................................................................. 15-2
Trim Systems................................................................................................................. 15-2
Control Locks................................................................................................................ 15-4
Stall Warning System.................................................................................................... 15-5
Wing Flap System......................................................................................................... 15-5
STANDBY FLAP SYSTEM................................................................................................ 15-6
LIMITATIONS...................................................................................................................... 15-6
EMERGENCY/ABNORMAL.............................................................................................. 15-6
15 FLIGHT CONTROLS
QUESTIONS........................................................................................................................ 15-7
Revision 2.2
FOR TRAINING PURPOSES ONLY
15-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
15-1. Wing Spoiler.......................................................................................................... 15-2
15-2. Aileron Servo Tab.................................................................................................. 15-3
15-3. Aileron Trim Tab.................................................................................................... 15-3
15-4. Aileron Trim.......................................................................................................... 15-3
15-5. ELEVATOR TRIM Wheel..................................................................................... 15-4
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 FLIGHT CONTROLS
15-10. Overhead Panel...................................................................................................... 15-6
Revision 2.2
FOR TRAINING PURPOSES ONLY
15-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls on the Cessna Grand Caravan EX. The aircraft is
equipped with fixed 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
Revision 2.2
FOR TRAINING PURPOSES ONLY
15 FLIGHT CONTROLS
The flight control system on the aircraft includes
conventional aileron, elevator, and rudder control
surfaces, and a pair of spoilers above the outboard
ends of the flaps. The control surfaces are manually operated through mechanical linkages using a
control wheel for the ailerons, spoilers, and elevator, and rudder/brake pedals for the rudder.
15-1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
PRIMARY FLIGHT
CONTROLS
SECONDARY FLIGHT
CONTROLS
DESCRIPTION
The secondary flight controls include the wing
spoilers, the trim systems, and control locks.
The primary flight controls include the ailerons,
rudder, and elevator. These flight controls are controlled using the control yoke and column and the
rudder pedals.
WING SPOILER
COMPONENTS
The wing spoilers improve lateral control of the
aircraft at low speeds by disrupting lift over the
appropriate flap.
Ailerons
Ailerons on the outboard trailing edge of both
wings provide lateral (roll) control about the longitudinal axis.
Rudder
The rudder, hinged to the trailing edge of the vertical stabilizer, provides directional control about
the vertical axis (yaw).
Elevator
The elevators on the trailing edge of the horizontal stabilizer provide longitudinal control about the
lateral axis (pitch).
CONTROLS
Control Yoke and Column
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
15 FLIGHT CONTROLS
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.
15-2
Figure 15-1. Wing Spoiler
The spoilers are interconnected with the aileron
system through a pushrod, to an arm of the aileron bellcrank. While the movement of the spoilers
begins simultaneously with the upward travel of
the aileron, movement of the spoilers for the first
5° of aileron travel is negligible.
Once the aileron is deflected upward past 5°, 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.
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. The trim tab is connected mechani-
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 15-2. Aileron Servo Tab
Figure 15-4. Aileron Trim
which is attached to the forward rudder torque
tube and nose gear steering pushrod by rotating the
RUDDER TRIM wheel either left or right to the
desired trim position. Rotating the elevator wheel
to the right trims nose right; conversely, rotating it
to the left trims nose left.
Figure 15-3. Aileron Trim Tab
cally to the AILERON TRIM knob on the control
pedestal.
Operation
Rotating the AILERON TRIM knob to the right
(clockwise) trims the right wing down; rotating
the knob to the left (counterclockwise) trims the
left wing down.
Emergency/Abnormal
The ability to trim the rudder depends upon the
nose gear extending fully and locking into the center position. If the nose gear is not locked in the
center position, moving the RUDDER 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,
center the rudder trim control for the remainder of
the flight and notify maintenance upon landing.
15 FLIGHT CONTROLS
Elevator trimming is accomplished through two
cable operated trim tabs using the ELEVATOR
TRIM wheel on the top left side of the control
pedestal.
Rudder trimming is accomplished through the
RUDDER TRIM wheel on the control pedestal,
Revision 3.0
FOR TRAINING PURPOSES ONLY
15-3
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CONTROL LOCKS
A control lock is provided to lock the aileron and
elevator control surfaces. Locking the control
surfaces prevents wind buffeting damage to these
systems while the aircraft is parked.
The lock includes a shaped steel rod and flag. The
flag identifies it as a control lock and cautions about
its removal before starting the engine (Figure 15-6).
Operation
To install the control lock, align the hole in the right
side of the pilot control wheel shaft with the hole
in the right side of the shaft collar on the instrument panel, and insert the rod into the aligned holes
Installing the lock secures the ailerons in a neutral
position and the elevators in a slightly trailingedge down position. Proper installation of the lock
places the flag over the left sidewall switch panel.
The aircraft is equipped with a rudder gust lock
operated by an external handle on the left side of
the tail cone.
Figure 15-5. ELEVATOR TRIM Wheel
15 FLIGHT CONTROLS
Figure 15-6. Control Wheel Lock
15-4
The rudder gust lock has a fail-safe connection to
the elevator control system to ensure it is disengaged before the aircraft becomes airborne. The
connection automatically disengages the lock when
the elevator is deflected upward from neutral.
Figure 15-7. Rudder Lock
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Emergency/Abnormal
CAUTION
Remove or unlock the control lock and
other types of locking devices prior to
starting or towing the aircraft engine.
The stall warning system is protected by a STALL
WARN circuit breaker, which can be pulled to shut
off the warning horn in the event the vane sticks in
the ON position.
STALL WARNING SYSTEM
WARNING
The vane-type stall warning unit is in the leading
edge of the left wing. It is electrically connected
to a stall warning horn in the pilot overhead panel.
The circuit breaker must be pushed in
for landing.
The vane and sensor unit in the wing leading edge
is equipped with a heating element. The heated
part of the system is operated by the STALL HEAT
switch on the ANTI-ICE switch panel and is protected by the STALL WARN circuit breaker on
the CB panel.
The following applies to later SNs and earlier aircraft modified with the applicable service kit. To
preclude or disable nuisance stall warnings 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. The system is protected by the FLAP MOTOR circuit breaker on
the CB panel.
Figure 15-8. Stall Warning Vane
Controls and Indications
Figure 15-9. Wing Flap
Operation
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.
The wing flaps are extended or retracted by positioning the wing flaps selector lever on the control
pedestal to the desired flap deflection position.
The selector lever is moved up or down in a slotted panel that provides mechanical stops at the TO/
APR and LAND positions. A white-tipped pointer
on the left side of the lever indicates flap position.
Revision 3.0
FOR TRAINING PURPOSES ONLY
15-5
15 FLIGHT CONTROLS
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 configurations.
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 15-10. Overhead Panel
NOTE
In 675 SHP Caravans the selector lever
is moved up or down in a slotted panel
that provides mechanical stops at the 10°
and 20° positions.
STANDBY FLAP SYSTEM
A standby system can operate the flaps if the primary system malfunctions. The standby system
includes:
• Standby motor
• Guarded and safety-tied (with breakable
copper wire) STBY FLAP MOTOR switches
°° NORMAL–STBY positions
°° UP–DOWN positions
Controls and Indications
The guarded STBY FLAP MOTOR switch has
NORM and STBY positions. The guarded NORM
position permits operation of the flap using the
selector on the control pedestal. The STBY position
disables the primary flap motor. The other STBY
FLAP MOTOR switch has UP, OFF, and DOWN
positions.
indicator while operating the standby system. Since
the standby flap system does not have limit switches, actuation of the STBY FLAP MOTOR–UP –
DOWN switch must be stopped before the flaps
reach full up or down travel to prevent damage to
the flap motor mounts.
NOTE
On 675 SHP Caravans there is NO dynamic braking, as well.
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Operation
15 FLIGHT CONTROLS
To operate the flaps with the standby system, lift the
guard and place the STBY FLAP MOTOR switch
in the STBY position.
Lift the guard and actuate the STBY FLAP
MOTOR UP–DOWN switch momentarily to UP
or DOWN as needed. Observe the flap position
15-6
FOR TRAINING PURPOSES ONLY
Revision 3.0
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
QUESTIONS
1. The wing spoilers:
A. Are used as speed reduction devices
B. Improve lateral control of the aircraft at
low speeds
C. Increase the effectiveness of the flaps.
D. Balance control forces in the aileron
system
2. The rudder lock:
A. Must be pulled out during engine start
B. Must be pushed in to lock the rudder
C. Must be released before towing the aircraft
D. Is on the center pedestal
3. The rudder trim system:
A. Operates a trim tab on the rudder
B. Is operated electrically
C. Moves only the rudder
D. Is controlled by a knob on the instrument
panel
15 FLIGHT CONTROLS
4. The standby flap system is operated:
A. Until the flaps reach their stops
B. Until the flap position indicator reaches
the desired setting
C. By using the crank on the overhead panel
D. Hydraulically
Revision 2.2
FOR TRAINING PURPOSES ONLY
15-7
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION................................................................................................................ 16-1
OPERATION........................................................................................................................ 16-5
PFD/MFD Controls....................................................................................................... 16-5
Automatic Flight Control System Controls................................................................... 16-5
Audio Panel Controls.................................................................................................... 16-6
Power Up....................................................................................................................... 16-6
PFD Display.................................................................................................................. 16-9
MFD Display.............................................................................................................. 16-18
AUTOMATIC FLIGHT CONTROL SYSTEM................................................................. 16-27
Flight Director............................................................................................................ 16-29
Autopilot and Yaw Damper Operation....................................................................... 16-31
HAZARD AVOIDANCE................................................................................................... 16-32
XM Satellite Weather®.............................................................................................. 16-32
Maximum Permissible Exposure Level...................................................................... 16-33
Terrain Awareness and Warning System.................................................................... 16-34
Traffic Advisory System............................................................................................. 16-34
Stuck Microphone...................................................................................................... 16-36
COM Tuning Failure................................................................................................... 16-36
PFD Failure................................................................................................................ 16-36
Audio Panel Failure.................................................................................................... 16-36
Reversionary Mode.................................................................................................... 16-37
LIMITATIONS................................................................................................................... 16-37
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
EMERGENCY/ABNORMAL........................................................................................... 16-37
QUESTIONS..................................................................................................................... 16-38
16-ii
FOR TRAINING PURPOSES ONLY
Revision 3.1
ILLUSTRATIONS
Figure
Title
Page
16-1. EX Integrated Avionics System............................................................................. 16-2
16-2. Garmin G1000 Integrated Avionics Architecture - SNs 208-0523 and earlier and
208B-2225 and earlier....................................................................................................... 16-3
16-3. Garmin G1000 Integrated Avionics Architecture - SNs 208-0524 and on and 208B2226 and on....................................................................................................................... 16-4
16-4. PFD/MFD Controls............................................................................................... 16-5
16-5. Mode Controller (GMC 710)................................................................................ 16-7
16-6. Audio Panel Controls (GMA 1347)....................................................................... 16-8
16-7. PFD Initialization.................................................................................................. 16-9
16-8. MFD Power Up Page............................................................................................. 16-9
16-9. Primary Flight Display (Default)........................................................................ 16-10
16-10. Additional PFD Information............................................................................... 16-10
16-11. Airspeed Indicator and Pointer at VMO................................................................................. 16-11
16-12. Attitude Indicator................................................................................................ 16-11
16-13. Slip/Skid Indicator.............................................................................................. 16-11
16-14. Vertical Speed and Deviation Indicators (VSI and VDI).................................... 16-12
16-15. Glidepath Indicator............................................................................................. 16-12
16-16. Horizontal Situation Indicator (HSI).................................................................. 16-13
16-17. Course Deviation Indicator ................................................................................ 16-13
16-18. Navigation Sources............................................................................................. 16-13
16-19. Omni-Bearing Selector (OBS) Mode................................................................. 16-14
16-20. Suspending Automatic Waypoint Sequencing.................................................... 16-15
16-21. Course Deviation Indicator................................................................................. 16-15
16-22. Marker Beacon Annunciations........................................................................... 16-16
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-iii
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
16-23. HSI with Bearing and DME Information........................................................... 16-16
16-24. Wind Data........................................................................................................... 16-16
16-25. G1000® Alerting System.................................................................................... 16-17
16-26. Traffic and TAWS Indications (Example)........................................................... 16-18
16-27. Terrain Colors..................................................................................................... 16-18
16-28. Current Radar Height......................................................................................... 16-18
16-29. ALT Setting (Timer/Reference/Window)........................................................... 16-18
16-30. RA as Altitude Source for MDA/DH.................................................................. 16-18
16-31. Altimeter Displaying the Ground Line (RAD ALT)........................................... 16-18
16-32. Radar Altimeter Invalid Data............................................................................. 16-18
16-33. MFD Normal Operations.................................................................................... 16-19
16-34. MFD Reversionary Mode................................................................................... 16-19
16-35. EIS Displays....................................................................................................... 16-19
16-36. Page Menu Examples......................................................................................... 16-21
16-37. Map Page............................................................................................................ 16-21
16-38. Waypoint Page.................................................................................................... 16-22
16-39. Auxiliary Page.................................................................................................... 16-22
16-40. Nearest Page....................................................................................................... 16-22
16-41. Flight Plan Page.................................................................................................. 16-23
16-42. Procedure Page................................................................................................... 16-24
16-43. Selecting a COM Radio for Transmit................................................................. 16-25
16-44. Switching COM Tuning Boxes........................................................................... 16-25
16-45. Tuning 121.500 MHz.......................................................................................... 16-25
16-46. NAV Frequency Tuning....................................................................................... 16-25
16-47. Selecting a NAV Radio for Navigation............................................................... 16-25
16-48. Intercom Controls............................................................................................... 16-26
16-iv
FOR TRAINING PURPOSES ONLY
Revision 3.1
16-49. Volume/Squelch Control..................................................................................... 16-27
16-50. GFC 700 Mode Control Unit.............................................................................. 16-27
16-51. Additional AFCS Controls.................................................................................. 16-28
16-52. PFD AFCS Display............................................................................................. 16-29
16-53. Manual Autopilot Disengagement...................................................................... 16-32
16-54. Yaw Damper Disengagement.............................................................................. 16-32
16-55. Automatic Autopilot and Yaw Damper Disengagement..................................... 16-32
16-56. Weather Data Link Page..................................................................................... 16-33
16-57. MPEL Boundary................................................................................................. 16-34
16-58. Traffic Map Page................................................................................................. 16-36
16-59. Stuck Microphone Alert...................................................................................... 16-36
16-60. COM Tuning Failure........................................................................................... 16-36
16-61. Frequency Section of PFD2 Display After PFD1 Failure................................... 16-36
16-62. PFD1 Dispaly After PFD2 Failure...................................................................... 16-37
16-63. Display Backup Button....................................................................................... 16-37
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-v
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
TABLES
Table
Title
Page
16-1. PFD/MFD CONTROLS........................................................................................ 16-6
16-2. AFCS MODES...................................................................................................... 16-7
16-3. AUDIO PANEL CONTROLS............................................................................... 16-8
16-4. AUTOMATIC GPS CDI SCALING................................................................... 16-14
16-5. EIS INDICATIONS AND DESCRIPTION....................................................... 16-20
16-6. AUTOMATIC GPS CDI SCALING................................................................... 16-24
16-7. ICS ISOLATION MODES................................................................................. 16-26
16-8. AFCS MODES................................................................................................... 16-29
16-9. FLIGHT DIRECTOR VERTICAL MODES...................................................... 16-30
16-10. FLIGHT DIRECTOR LATERAL MODES....................................................... 16-31
16-11. Precipitation Intensity Levels............................................................................. 16-33
16-12. TAWS OBSTACLE COLORS AND SYMBOLOGY........................................ 16-34
16-13. TAWS ALERTS SUMMARY............................................................................. 16-35
16-14. CAS ANNUNCIATIONS................................................................................... 16-37
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-vii
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 16
AVIONICS
INTRODUCTION
This chapter is an overview of the integrated avionics systems on the Cessna Grand Caravan EX.
GENERAL
The integrated avionics system presents flight
instrumentation, position, navigation, communication, hazard, and identification information to
the pilot through large format displays (Figure
16-1). The system includes a weather radar, terrain
avoidance and warning system (TAWS) information, flight information, and traffic advisory system (TAS).
Revision 3.1
The system uses G1000® line replaceable units
(LRUs) for the major subsystems and supporting
equipment. The system is regulated and coordinated by central processing computers in the two
Garmin® integrated avionics units (GIAs), which
contain essential navigation and communications
avionics equipment (Figure 16-2 and 16-3).
FOR TRAINING PURPOSES ONLY
16-1
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16-2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
Revision 3.1
Figure 16-1. EX Integrated Avionics System
16 AVIONICS
Revision 3.1
HIGH-SPEED DATA BUS (ETHERNET)
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT
160
1-2
20
10
10200
10
10100
150
20
3100 00
100
145
140
10
130
HDG
10
33
CRS
GMN
V23.FRAME
21
FRAME
KFAT
12
15
CDI
DME
D
331°
MENU
38.0NM
324°
73.2NM
334°
10.0NM
50.0NM
FLW
NAV2
XPDR1 4234 ALT R LCL
08:44:27
XPDR
IDENT TMR/REF NRST ALERTS
FPL
95
85
COM
EHF
V27
KNID
379
BAT AMPS
BUS VOLTS
4
28.5
A–ICE GAL
4.7
1-2
V183
V25
V186
V107
V107
XWHP
V107
XBUR
V23
V12
KVCV
V386
V197
TERRAIN AIRWY LO STRMSCP NEXRAD XM LTNG
120
BACK
150NM
D
MENU
FPL
PROC
CLR
DFLT MAP
10
10
10
HDG
ENT
FMS
OAT__– 5°c
??????
PUSH CRSR
INSET
S
SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS
VHF COM
VHF NAV/LOC
GPS
GLIDE SLOPE
AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT
GPS OUTPUT
10100
37.9NM
EHF
NAV1
SENSOR
PFD
9900
10
33
GPS
80
9800
328°
328°
CRS
N
ENR
OBS
CDI
127.100 COM1
122.450 COM2
331°
9700
29.92IN
PUSH
VOL SQ
COM
EMERG
2
1
PUSH
1-2
BARO
-900
1
PUSH
STD
2
RANGE
–
+
PUSH
PAN
DME
D
FPL
50.0NM
FLW
NAV2
XPDR1 4234 ALT R LCL
08:44:27
XPDR
IDENT TMR/REF NRST ALERTS
MENU
PROC
CLR
DFLT MAP
ENT
FMS
PUSH CRSR
PUSH CRSR
NO. 1 GIA 63W
INTEGRATED AVIONICS UNIT
128.375
121.500
20
30
ENT
FMS
331°
310000
100
130
PUSH
KPMD
BRG
10200
140
PAN
KWJP
V201
KCMA
KNTD
20
150
+
KEDW
V137
V22
V27
316
–
KMHV
20
145
PUSH
STD
V23
V12
KSBA
TOPO
160
PUSH
L
RANGE
V137
DIS 38.0NM
EHF
AP YD ALT 10000FT
10
000
10300
170
V165
V459
V25
GMN
GPS
115.40 EHF
117.80 FLW
NAV
1-2
KRFL
KSMX
KVBC
NAV1 116.90
NAV2 112.50
PUSH
VOL ID
PUSH
BARO
GMN
FFLOW PPH
TRAFFIC
PROC
CLR
DFLT MAP
PUSH
VOL SQ
TRACK UP
KPTV
V23
V485
V107
1900
O
F
F
PAN
10KT
KDLO
KSBP
95.6
OIL °C
+
PUSH
127.100 COM1
122.450 COM2
128.375
121.500
V165
V459
R
V113
V27
100
OIL PSI
RANGE
–
DIS 38
KVISV459
24CL
FUEL QTY
L
LBS
R
PUSH
STD
EHF
OBS
745
% RPM
PROP RPM
1
DTK
DIS
– – –° – – – –NM
KHJO
E
37.9NM
EHF
NAV1
SENSOR
PFD
12
1-2
2
GS 175
V137
6
INSET
50
PUSH
BARO
-900
KPRB
900
°C
0
FLIGHT PLAN
E
??????
9700
29.92IN
2110
600
1-2
Ng
KLGB / KFAT
6
OAT__– 5°c
331°
N
ENR
24
GPS
PUSH
2
1
331°
MAP - NAVIGATION MAP
EMERG
V248
30
3
W
30
80
9800
328°
328°
3
FOR TRAINING PURPOSES ONLY
120
9900
DTK
C80
25
X100
ITT
COM
EMERG
ETE 13:47
N
FT–LB
0
W
20
115.40 EHF
117.80 FLW
20
15
10
PUSH
VOL SQ
24
170
TRQ
NAV
127.100 COM1
122.450 COM2
10
000
10300
NAV
PUSH
128.375
121.500
21
331°
S
BRG
15
DIS 38.0NM
EHF
AP YD ALT 10000FT
12
GMN
GPS
115.40 EHF
117.80 FLW
GDC 74A #1
AIR DATA
COMPUTER
OAT
AIRSPEED
ALTITUDE
VERTICAL SPEED
GWX 68
ONBOARD
RADAR
GDC 74A #2
AIR DATA
COMPUTER
OAT
AIRSPEED
ALTITUDE
VERTICAL SPEED
GRS 77 #1
AHRS
ATTITUDE
RATE OF TURN
SLIP/SLID
GRS 77 #2
AHRS
ATTITUDE
RATE OF TURN
SLIP/SLID
NO. 2 GIA 63W
INTEGRATED AVIONICS UNIT
SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS
VHF COM
VHF NAV/LOC
GPS
GLIDE SLOPE
AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT
GPS OUTPUT
GEA 71
ENGINE/AIRFRAME
UNIT
GTX 33
TRANSPONDER
GMU 44 #1
MAGNETOMETER
HEADING
GSA 81
PITCH TRIM
GMU 44 #2
MAGNETOMETER
HEADING
GSA 81
PITCH
GSA 80
ROLL
GTX 33
TRANSPONDER
GSA 80
YAW
16-3
Figure 16-2. Garmin G1000 Integrated Avionics Architecture - SNs 208-0523 and earlier and 208B-2225 and earlier.
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
116.90
112.50
NAV 1
NAV 2
PUSH
VOL ID
NAV1 116.90
NAV2 112.50
PUSH
VOL ID
16 AVIONICS
16-4
HIGH-SPEED DATA BUS (ETHERNET)
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT
160
1-2
20
10
10200
10
10100
150
20
3100 00
100
145
140
10
130
HDG
10
33
CRS
GMN
V23.FRAME
21
FRAME
KFAT
12
15
CDI
DME
D
331°
MENU
38.0NM
324°
73.2NM
334°
10.0NM
50.0NM
FLW
NAV2
XPDR1 4234 ALT R LCL
08:44:27
XPDR
IDENT TMR/REF NRST ALERTS
FPL
95
85
COM
EHF
V27
KNID
379
BAT AMPS
BUS VOLTS
4
28.5
A–ICE GAL
4.7
1-2
V183
V25
V186
V107
V107
XWHP
V107
XBUR
V23
V12
KVCV
V386
V197
TERRAIN AIRWY LO STRMSCP NEXRAD XM LTNG
120
BACK
150NM
D
MENU
FPL
PROC
CLR
DFLT MAP
10
10
10
HDG
ENT
FMS
OAT__– 5°c
??????
PUSH CRSR
INSET
S
SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS
VHF COM
VHF NAV/LOC
GPS
GLIDE SLOPE
AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT
GPS OUTPUT
10100
37.9NM
EHF
NAV1
SENSOR
PFD
9900
10
33
GPS
80
9800
328°
328°
CRS
N
ENR
OBS
CDI
127.100 COM1
122.450 COM2
331°
9700
29.92IN
PUSH
VOL SQ
COM
EMERG
2
1
PUSH
1-2
BARO
-900
1
PUSH
STD
2
RANGE
–
+
PUSH
PAN
DME
D
FPL
50.0NM
FLW
NAV2
XPDR1 4234 ALT R LCL
08:44:27
XPDR
IDENT TMR/REF NRST ALERTS
MENU
PROC
CLR
DFLT MAP
ENT
FMS
PUSH CRSR
PUSH CRSR
NO. 1 GIA 63W
INTEGRATED AVIONICS UNIT
128.375
121.500
20
30
ENT
FMS
331°
310000
100
130
PUSH
KPMD
BRG
10200
140
PAN
KWJP
V201
KCMA
KNTD
20
150
+
KEDW
V137
V22
V27
316
–
KMHV
20
145
PUSH
STD
V23
V12
KSBA
TOPO
160
PUSH
L
RANGE
V137
DIS 38.0NM
EHF
AP YD ALT 10000FT
10
000
10300
170
V165
V459
V25
GMN
GPS
115.40 EHF
117.80 FLW
NAV
1-2
KRFL
KSMX
KVBC
NAV1 116.90
NAV2 112.50
PUSH
VOL ID
PUSH
BARO
GMN
FFLOW PPH
TRAFFIC
PROC
CLR
DFLT MAP
PUSH
VOL SQ
TRACK UP
KPTV
V23
V485
V107
1900
O
F
F
PAN
10KT
KDLO
KSBP
95.6
OIL °C
+
PUSH
127.100 COM1
122.450 COM2
128.375
121.500
V165
V459
R
V113
V27
100
OIL PSI
RANGE
–
DIS 38
KVISV459
24CL
FUEL QTY
L
LBS
R
PUSH
STD
EHF
OBS
745
% RPM
PROP RPM
1
DTK
DIS
– – –° – – – –NM
KHJO
E
37.9NM
EHF
NAV1
SENSOR
PFD
12
1-2
2
GS 175
V137
6
INSET
50
PUSH
BARO
-900
KPRB
900
°C
0
FLIGHT PLAN
E
??????
9700
29.92IN
2110
600
1-2
Ng
KLGB / KFAT
6
OAT__– 5°c
331°
N
ENR
24
GPS
PUSH
2
1
331°
MAP - NAVIGATION MAP
EMERG
V248
30
3
W
30
80
9800
328°
328°
3
FOR TRAINING PURPOSES ONLY
120
9900
DTK
C80
25
X100
ITT
COM
EMERG
ETE 13:47
N
FT–LB
0
W
20
115.40 EHF
117.80 FLW
20
15
10
PUSH
VOL SQ
24
170
TRQ
NAV
127.100 COM1
122.450 COM2
10
000
10300
NAV
PUSH
128.375
121.500
21
331°
S
BRG
15
DIS 38.0NM
EHF
AP YD ALT 10000FT
12
GMN
GPS
115.40 EHF
117.80 FLW
GDC 74A #1
AIR DATA
COMPUTER
OAT
AIRSPEED
ALTITUDE
VERTICAL SPEED
GWX 68
ONBOARD
RADAR
GDC 74A #2
AIR DATA
COMPUTER
OAT
AIRSPEED
ALTITUDE
VERTICAL SPEED
GRS 77 #1
AHRS
ATTITUDE
RATE OF TURN
SLIP/SLID
GRS 77 #2
AHRS
ATTITUDE
RATE OF TURN
SLIP/SLID
NO. 2 GIA 63W
INTEGRATED AVIONICS UNIT
SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS
VHF COM
VHF NAV/LOC
GPS
GLIDE SLOPE
AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT
GPS OUTPUT
GEA 71
ENGINE/AIRFRAME
UNIT
GTX 33
TRANSPONDER
GMU 44 #1
MAGNETOMETER
HEADING
Revision 3.1
GSA 81
PITCH TRIM
GMU 44 #2
MAGNETOMETER
HEADING
GSA 81
PITCH
GSA 80
ROLL
GTX 33
TRANSPONDER
GSA 80
YAW
Figure 16-3. Garmin G1000 Integrated Avionics Architecture - SNs 208-0524 and on and 208B-2226 and on.
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
116.90
112.50
NAV 1
NAV 2
PUSH
VOL ID
NAV1 116.90
NAV2 112.50
PUSH
VOL ID
NAV VOL/ID KNOB
COM FREQUENCY TRANSFER KEY
NAV FREQUENCY TRANSFER KEY
DUAL COM KNOB
DUAL NAV KNOB
BARO KNOB
COM VOL/SQ
KNOB
JOYSTICK
Figure 16-4. PFD/MFD Controls
OPERATION
The avionics system controls are on the primary
flight display (PFD) and multifunction display
(MFD) bezels, the mode controller, and the audio
panel.
PFD/MFD CONTROLS
The PFD/MFD controls are illustrated in Figure
16-4 and described in Table 16-1.
The bottom of each display includes softkeys.
Which softkeys are displayed depends on the
selected softkey level or the page being displayed.
Revision 3.1
AUTOMATIC FLIGHT CONTROL
SYSTEM CONTROLS
The automatic flight control system (AFCS) is
controlled through the GMC 710 mode controller are illustrated in Figure 16-5 and described in
Table 16-2.
Additional AFCS Controls
The AP DISC (autopilot disconnect) switch, CWS
(control wheel steering) button, GO AROUND
switch, and MEPT (manual electric pitch trim)
switch are additional AFCS controls in the cockpit and are separate from the mode controller.
These controls are discussed in detail in the AFCS
section.
FOR TRAINING PURPOSES ONLY
16-5
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
Table 16-1. PFD/MFD CONTROLS
CONTROL
FUNCTION
NAV VOL/ID
knob
Controls NAV audio volume level. Press to toggle the Morse code indentifier audio ON and OFF. Volume level is shown
in the NAV frequency field as a percentage.
NAV frequency
Toggles the standby and active NAV frequencies transfer key
Dual NAV knob
Tunes the standby frequencies for the NAV receiver (large for MHz; small knob for kHz). Press to switch the tuning box
(cyan box) between NAV1 and NAV2.
Joystick
Changes the map range when rotated. Activates the map pointer when pressed.
BARO knob
Sets the altimeter barometric pressure. Press to enter standard pressure (29.92).
Dual COM knob
Tunes the standby frequencies for the COM transceiver (large knob for MHz; small knob for kHz). Press to switch the
tuning box (cyan box) between COM1 and COM2.
COM frequency
transfer key
Toggles the standby and active COM frequencies. Press and hold this key for 2 seconds to tune the emergency frequency (121.5 MHz) automatically into the active frequency field.
COM VOL/SQ
knob
Controls COM audio volume level. Volume level is shown in the COM frequency field as a percentage. Press to turn
the COM automatic squelch ON and OFF.
Direct-to key
Allows the user to enter a destination waypoint and establish a direct course to the selected destination (the destination
is either specified by the identifier, chosen from the active route, or taken from the map pointer position).
FPL key
Displays the active flightplan page for creating and editing the active flightplan.
CLR key
Erases information, cancels entries, or removes page menus.
Dual FMS knob
Flight management system (FMS) knob. Press the FMS knob to turn the selection cursor ON and OFF. When the cursor in ON, data can be entered in the applicable window by rotating the small large knobs. The large knob moves the
cursor on the page, while the small knob selects individual characters for the highlighted cursor location.
MENU key
Displays a context-sensitive list of options. This list allows the user to access additional features or make setting
changes that relate to particular pages
PROC key
Give access to IFR departure procedures (DPs), arrival procedures (STARs), and approach procedures (IAPs) for a flightplan. If a flightplan is used, available procedures for the departure and/or arrival airport are automatically suggested.
These procedures can then be loaded into the active flightplan. If a flightplan is not used, both the desired airport and
the desired procedure can be selected.
ENT key
Validates or confirms a menu selection or data entry.
AUDIO PANEL CONTROLS
The audio panel controls are illustrated in Figure
16-6 and described in Table 16-3.
POWER UP
During system initialization, test annunciations are
displayed (Figure 16-7). All system annunciations
disappear typically within 1 minute of power-up.
16-6
Upon power-up, key annunciators illuminate
momentarily on the audio panels, the mode controller, and the display bezels.
When the AHRS begins initializing, the annunication AHRS ALIGN: KEEP WINGS LEVEL is
displayed on the PFD. The AHRS typically displays
valid attitude and heading fields within one minute
of power-up. The AHRS can align itself both while
taxiing and during level flight.
FOR TRAINING PURPOSES ONLY
Revision 3.1
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Table 16-2. AFCS MODES
CONTROL
FUNCTION
HDG key
Selects/deselects heading select mode.
APR key
Selects/deselects approach mode.
NAV key
Selects/deselects navigation mode.
FD key
Activates/deactivates the FD in the default pitch and roll modes. If the autopilot is engaged, the FD key is disabled.
XFR key
Switches the autopilot between the pilot and the copilot FDs. This selection also selects which air data computer (ADC)
is communicating with the active transponder and which PFD triggers the altitude alert. Upon power-up, the pilot-side
FD is selected.
ALT key
Selects/deselects altitude hold mode.
VS key
Selects/deselects vertical speed mode.
FLC key
CRS2 knob
SPD key
NOSE UP/DN
wheel
VNV key
ALT SEL knob
Selects/deselects flight level change mode.
Sets the copilot-selected course on the horizontal situation indicator (HSI) or PFD2 when the VOR1, VOR2, or OBS/
SUSP mode is selected. Pressing knob centers the course deviation indicator (CDI) on the currently selected VOR. The
copilot-selected course provides course reference to the copilot FD when operating in navigation and approach modes.
Disabled on Caravan. If pressed, “SPD NOT AVAIL” is annunciated on the PFD.
Controls the active mode reference for the pitch, vertical speed, and flight level change modes.
Selects/deselects vertical navigation mode.
Sets the selected altitude in the selected altitude box. In addition to providing the standard G1000 altitude alerter function, selected altitude provides an altitude setting for the altitude capture/hold mode of the AFCS.
YD key
Engages/disengages the YD.
AP key
Engages/disengages the AP.
BANK key
Selects/deselects low bank mode.
CRS1 knob
Sets the pilot-selected course on the HSI of PFD1 when the VOR1, VOR2, or OBS/SUSP mode is selected. Pressing
this knob centers the CDI on the currently selected VOR. The pilot-selected course provides course reference to the
pilot-side FD when operating in navigation and approach modes.
BC key
HDG knob
Selects/deselects backcourse mode.
Sets the selected heading on the HSI. When operating in heading select mode, this knob provides the heading reference to the FD.
Figure 16-5. Mode Controller (GMC 710)
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-7
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
Table 16-3. AUDIO PANEL CONTROLS
CONTROL
FUNCTION
COM1 MIC
Selects the No. 1 transmitter for transmitting. COM1 is simultaneously selected when
this key is pressed allowing received audio from the No. 1 COM receiver to be heard.
COM2 receiver audio can be added by pressing the COM2 key.
COM1
When selected, audio from the No. 1 COM receiver can be heard.
COM2 MIC
COM2
Selects the No. 2 transmitter for transmitting. COM2 is simultaneously selected when
this key is pressed allowing received audio from the No. 2 COM receiver to be heard.
COM2 can be deselected by pressing the COM2 key, or COM1 can be added by pressing the COM1 key.
When selected, audio from the No. 2 COM receiver can be heard.
COM3 MIC
COM 1/2
Used for optional HF radio.
Split COM is disabled on Cessna Caravan aircraft.
TEL
Pressing this key selects and deselects the airborne telephone.
PA
Selects passenger address system. The selected COM transmitter is deselected when
the PA key is pressed.
SPKR
Pressing this key selects and deselects the corresponding cockpit speaker. COM and
NAV receiver audio can be heard on the speaker.
MKR/MUTE
Mutes the currently received marker beacon receiver audio. Unmutes when new marker
beacon audio is received. Also, stops play of the clearance recorder.
HI SENS
Press to increase marker beacon receiver sensitivity. Press again to return to normal.
DME
Pressing turns distance measuring equipment (DME) audio on or off.
NAV1
When selected, audio from the No. 1 NAV receiver can be heard.
ADF
Pressing turns on or off the audio from the automatic direction finder (ADF) receiver.
NAV2
When selected, audio from the No. 2 NAV receiver can be heard.
AUX
Not used on Cessna Caravan aircraft
MAN SQ
Press to enable manual squelch for the intercom. When active, press the PILOT knob
to illuminate SQ. Turn the PILOT/PASS knobs to adjust squelch.
PLAY
Press once to play the last recorded audio. Pressing PLAY key during play begins
playing the previously recorded memory block. Each subsequent press of the PLAY key
will begin playng the next previously recorded block.
PILOT
Pressing selects the pilot intercom isolation. Press again to deselect pilot isolation.
COPLT
Pressing selects the copilot intercom isolation. Press again to deselect copilot isolation.
PILOT knob
Press to switch between volume and squelch control is indicated by the VOL or SQ
being illuminated. Turn to adjust intercom volume or squelch. The MAN SQ key must
be selected to allow squelch adjustment.
PASS knob
Turn to adjust copilot/passenger intercom volume or squelch. The MAN SQ key must
be selected to allow squelch adjustment.
Reversionary
mode button
Pressing manually selects reversionary mode.
Figure 16-6. Audio Panel Controls
(GMA 1347)
16-8
FOR TRAINING PURPOSES ONLY
Revision 3.2
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 16-7. PFD Initialization
Figure 16-8. MFD Power Up Page
When the MFD powers up the MFD power-up page
displays the following information (Figure 16-8):
information, while the left portion of the MFD is
dedicated to the engine indication system (EIS).
• System version
PFD DISPLAY
• Copyright
• Land database name and version
• Obstacle database name and version
Increased situational awareness replaces the traditional instruments on the panel with two easy to
scan PFDs that feature (Figure 16-9):
• Terrain database name and version
• Large horizons
• Aviation database name, version, and effective date
• Airspeed
• ChartView™ database information
• SafeTaxi™ database information
• Attitude
• Altitude
• Vertical speed
Current database information includes the valid
operating dates, cycle number, and database type.
When this information has been reviewed for currency (to ensure that no databases have expired),
the pilot is prompted to continue.
Each PFD also displays navigation, communication, terrain, traffic, and weather information (
Figure 16-10).
Pressing the ENT key acknowledges this information and displays the navigation map page (MAP).
Airspeed Indicator
In normal mode, the PFD presents graphical flight
instrumentation (attitude, heading, airspeed, altitude, and vertical speed), thereby replacing the
traditional flight instrument cluster. The PFD
also offers control for COM and NAV frequency
selection.
In normal mode, the right portion of the MFD
displays a full-color moving map with navigation
Revision 3.1
• Course deviation information
The airspeed indicator displays airspeed on a rolling number gauge using a moving tape (Figure
16-11). The true airspeed (TAS) is displayed in
knots below the airspeed indicator. The moving
tape is marked with numeric labels and major tick
marks at10-knot intervals, with minor tick marks
at 5-knot intervals. Speed indication starts at 20
knots, with 60 knots of airspeed viewable at any
time.
FOR TRAINING PURPOSES ONLY
16-9
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
ATTITUDE
INDICATOR
SLIP/SKID
INDICATOR
NAVIGATION
STATUS BOX
NAVIGATION
STATUS BOX
COM FREQUENCY BOX
NAV FREQUENCY BOX
SELECTED ALTITUDE
ALTIMETER
AIRSPEED INDICATOR
SELECTED ALTITUDE BUG
VERTICAL SPEED INDICATOR (VSI)
CURRENT HEADING
TURN RATE INDICATOR
TRUE AIRSPEED
BAROMETRIC ALTIMETER SETTING
CURRENT TRACK BUG
SELECTED HEADING BUG
COURSE DEVIATION INDICATOR (CDI)
TRANSPONDER STATUS BOX
HORIZONTAL SITUATION INDICATOR (HSI)
SYSTEM TIME
OUTSIDE AIR TEMPERATURE (OAT)
SOFTKEYS
Figure 16-9. Primary Flight Display (Default)
RADAR
ALTIMETER
HEIGHT
TRAFFIC
ANNUNCIATION
AFCS STATUS
ANNUNCIATION
MARKER BEACON
ANNUNCIATION
GLIDE SLOPE
INDICATOR
COMPARATOR
WINDOW
SELECTED
HEADING
WIND DATA
INSET MAP
BEARING INFORMATION WINDOWS
DME INFORMATION
WINDOW
MINIMUM DESCENT
ALTITUDE/DECISION
HEIGHT
CAS MESSAGES
WINDOW
ALERTS WINDOW
SELECTED COURSE
Figure 16-10. Additional PFD Information
16-10
FOR TRAINING PURPOSES ONLY
Revision 3.1
ROLL SCALE
ROLL POINTER ROLL SCALE ZERO
SKY REPRESENTATION
AIRSPEED TREND VECTOR
RED POINTER
AT VMO
PITCH
SCALE
ACTUAL AIRSPEED
VSPEED REFERENCE
HORIZON
LINE
SPEED RANGES
TRUE AIRSPEED
LAND REPRESENTATION
Figure 16-11. Airspeed Indicator and
Pointer at VMO
Figure 16-12. Attitude Indicator
The actual airspeed is displayed inside the black
pointer. The pointer remains black until the aircraft
reaches maximum operating speed (VMO), at which
point it turns red.
Minor pitch marks are shown for intervening 5°
increments, up to 25° below and 45° above the
horizon line. Between 20° below to 20° above the
horizon line, minor pitch marks occur every 2.5°.
A color-coded (white, green, and red/white striped
barber pole) speed range strip is on the moving
tape. The colors denote flap operating range, normal operating range, and maximum operating
speed (VMO). The red range is present for low
speed awareness.
The inverted white triangle indicates 0° on the roll
scale. Major tick marks at 30° and 60° and minor
tick marks at 10°, 20°, and 45° are shown to the
left and right of 0°. Angle of bank is indicated by
the position of the pointer on the roll scale.
The airspeed trend vector is a vertical, magenta
line, extending up or down the airspeed scale, to the
right of the color-coded speed range strip. The end
of the trend vector corresponds to the predicted airspeed in 6 seconds if the current rate of acceleration
is maintained. If the trend vector crosses VMO, the
text of the actual airspeed readout changes to yellow. The trend vector is absent if the speed remains
constant or if any data needed to calculate airspeed
is unavailable because of a system failure.
Attitude Indicator
The attitude indicator information is displayed over
a virtual blue sky and brown ground with a white
horizon line. The attitude indicator displays the
pitch (indicated by the yellow symbolic aircraft
on the pitch scale), roll, and slip/skid information
(Figure 16-12).
Slip/Skid Indicator
The slip/skid indicator is the bar beneath the roll
pointer (Figure 16-13). The indicator moves with
the roll pointer and moves laterally away from the
pointer to indicate lateral acceleration.
Figure 16-13. Slip/Skid Indicator
Slip/skid is indicated by the location of the bar relative to the pointer. One bar displacement is equal
to one ball displacement on a traditional slip/skid
indicator.
The horizon line is part of the pitch scale. Above
and below the horizon line, major pitch marks and
numeric labels are shown for every 10°, up to 80°.
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-11
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
Altimeter
VNV TARGET
ALTITUDE
The altimeter displays 600 feet of barometric altitude values at a time on a rolling number gauge
using a moving tape. Numeric labels and major
tick marks are at intervals of 100 feet.
Minor tick marks are at intervals of 20 feet. The
current altitude is displayed in the black pointer.
The selected altitude is displayed above the altimeter in the box indicated by a selection bug. A bug
corresponding to this altitude is shown on the tape.
If the selected altitude exceeds the range shown
on the tape, the bug appears at the corresponding
edge of the tape.
A magenta altitude trend vector extends up or down
the left of the altitude tape, with the end resting at
the approximate altitude to be reached in 6 seconds
at the current vertical speed. The trend vector is not
shown if altitude remains constant. The barometric
pressure setting is displayed below the altimeter in
inches of mercury (in Hg).
REQUIRED
VERTICAL
SPEED
VERTICAL
DEVIATION
INDICATOR
VERTICAL
SPEED
POINTER
VERTICAL
SPEED
INDICATOR
Figure 16-14. Vertical Speed and Deviation
Indicators (VSI and VDI)
Vertical Speed Indicator
The vertical speed indicator (VSI) displays vertical
speed with numeric labels and tick marks at 1,000
and 2,000 fpm intervals in each direction on the
nonmoving tape. Minor tick marks are at intervals
of 500 fpm (Figure 16-14).
The current vertical speed is displayed in the pointer, which also points to that speed on the nonmoving tape. Digits appear in the pointer when the
ascent or descent rate is greater than 100 fpm. If
the rate of ascent/descent exceeds 2,000 fpm, the
pointer appears at the corresponding edge of the
tape and the rate appears inside the pointer.
A magenta chevron bug shows the required vertical
speed indication (RVSI) for reaching a VNV target altitude once the top of descent (TOD) within
1 minute alert is generated.
Vertical Deviation Indicator
The vertical deviation indicator (VDI) uses a
magenta chevron to indicate the baro-VNV vertical deviation when vertical navigation (VNV) is
in use. The VDI appears in conjunction with the
16-12
GLIDEPATH
INDICATOR
Figure 16-15. Glidepath Indicator
TOD within 1 minute alert. Full-scale deflection
(two dots) is 1,000 feet.
FOR TRAINING PURPOSES ONLY
Revision 3.1
Glide Slope Indicator
The glide slope indicator appears to the left of the
altimeter whenever an ILS frequency is tuned in
the active NAV field. A green diamond acts as the
glide slope indicator, like a glide slope needle on
a conventional indicator. If a localizer frequency
is tuned and there is no glide slope the “NO GS”
is annunciated.
LUBBER LINE
TURN RATE INDICATOR
AIRCRAFT SYMBOL
SELECTED COURSE
SELECTED HEADING
Glidepath
The glidepath is analogous to the glide slope for
GPS approaches supporting WAAS vertical guidance (LNAV+V, LNAV/VNAV, and LPV) and is
system generated to reduce pilot workload during
approach. When such an approach is in the flight
plan and GPS is the selected navigation source,
then the glidepath indicator (Figure 16-15) appears
as a magenta diamond. If the approach type downgrades past the final approach fix (FAF), then the
NO GP annunciation appears.
ROTATING
COMPASS ROSE
Figure 16-16. Horizontal Situation
Indicator (HSI)
NAVIGATION
SOURCE
Horizontal Situation Indicator
The HSI displays a rotating compass card in a
heading-up orientation (Figure 16-16). Letters
indicate the cardinal points, with numeric labels
at 30° intervals. Major tick marks are at 10° intervals and minor tick marks at 5° intervals. A digital
reading of the current heading appears on top of
the HSI and the current track is represented on the
HSI by a magenta diamond. The HSI also presents
turn rate, course deviation, bearing, and navigation
source information.
FLIGHT
PHASE
SCALE
CDI
CROSSTRACK
ERROR
Figure 16-17. Course Deviation
Indicator
NAVIGATION SOURCE
SELECTED ON BOTH PFDS
The 360° HSI contains a CDI with a course pointer, to/from indicator, and sliding deviation bar and
scale (Figure 16-17). The course pointer is a single
line arrow (GPS, VOR1, and LOC1) or a double
line arrow (VOR2 and LOC2). The to/from arrow
rotates with the course pointer and is displayed
when the active NAVAID is received.
The CDI can display the GPS or NAV (VOR, localizer) navigation sources (Figure 16-18). Color indicates the current navigation source: magenta for
GPS or green for VOR and LOC.
Figure 16-18. Navigation Sources
Revision 3.1
FOR TRAINING PURPOSES ONLY
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Table 16-4. AUTOMATIC GPS CDI SCALING
Flight Phase
Annunciation
Automatic CDI Full-scale Deflection
Departure
DPRT
0.3 nm
Terminal
TERM
1.0 nm
Enroute
ENR
2.0 nm
Oceanic
OCN
2.0 nm
Approach
(Non-precision)
LNAV
1.0 nm decreasing to 350 feet depending on variables
Approach
(Non-precision with
vertical guidance)
LNAV + V
Approach
(LNAV/VNAV)
L/VNAV
Approach
(LPV)
LPV
Missed Approach
MAPR
1.0 nm decreasing to a specified course width, then 0.3 nm,
depending on variables
0.3 nm
NOTE: Flight phase annunciations are normally shown in magenta, but when cautionary conditions exist the color changes to yellow.
OBS COURSE
GPS
SELECTED
OBS MODE
ENABLED
EXTENDED
COURSE LINE
PRESSING THE OBS SOFTKEY
AGAIN RETURNS TO NORMAL
OPERATION
OBS SOFTKEY
ENABLES OBS MODE
Figure 16-19. Omni-Bearing Selector (OBS) Mode
The full scale limits for the CDI are defined by
a GPS-derived distance when coupled to GPS
(Table 16-4). When coupled to a VOR or a localizer
(LOC), the CDI has the same angular limits as a
mechanical CDI. If the CDI exceeds the maximum
deviation on the scale (two dots) while coupled to
GPS, the crosstrack error (XTK) is displayed below
the white aircraft symbol.
16-14
Enabling the omni-bearing selector (OBS) mode
suspends the automatic sequencing of waypoints in
a GPS flight plan (GPS must be the selected navigation source), but retains the current “active-to”
waypoint as the navigation reference, even after
passing the waypoint. The OBS is annunciated to
the lower right of the aircraft symbol when OBS
mode is selected (Figure 16-19).
FOR TRAINING PURPOSES ONLY
Revision 3.1
While OBS mode is enabled, a course line is
drawn through the active-to waypoint on the moving map. If desired, the course to/from waypoint
can be adjusted. When OBS mode is disabled, the
GPS flight plan returns to normal operation with
automatic sequencing of waypoints, following the
course set in OBS mode.
The flightpath on the moving map retains the modified course line. As the aircraft crosses the missed
approach point (MAP), automatic approach waypoint sequencing is suspended. The SUSP annunciation displays on the HSI to the lower right of
the aircraft symbol in place of OBS and the OBS
softkey label changes to SUSP. Pressing the SUSP
softkey resumes automatic sequencing of approach
waypoints (Figure 16-20).
SUSP SOFTKEY SUSPENDS
WAYPOINT SEQUENCING
SUSP
ANNUNCIATION
Figure 16-20. Suspending Automatic
Waypoint Sequencing
Turn Rate Indicator
The turn rate indicator is directly above the rotating compass rose (Figure 16-21). Tick marks left
and right of the lubber line denote half-standard
and standard turn rates. A magenta turn rate trend
vector shows the current turn rate. The end of the
trend vector gives the heading predicted in 6 seconds, based on the present turn rate.
A standard rate turn is shown on the indicator by
the trend vector stopping at the standard turn rate
tick mark, corresponding to a predicted heading
of 18° from the current heading. At rates greater
than 4°/second, an arrowhead appears at the end
of the magenta trend vector and the prediction is
no longer valid.
Revision 3.1
HALF-STD
TURN RATE
ARROW SHOWN
FOR TURN RATE >
4°/SECOND
STD
TURN
RATE
Figure 16-21. Course Deviation Indicator
Bearing Pointers
Two bearing pointers and the associated information can be displayed on the HSI for NAV, GPS, and
ADF sources (Figure 16-23). The pointers are light
blue and single- (BRG1) or double-lined (BRG2).
An icon is shown in the respective information
window to indicate the pointer type. The bearing
pointers never override the CDI and are visually
separated from the CDI by a white ring (shown
when bearing pointers are selected but not necessarily visible due to data unavailability).
DME Information Window
The DME information window is displayed above
the BRG1 information window and shows the DME
label, tuning mode (NAV1, NAV2, or HOLD), frequency, and distance. When a signal is invalid, the
distance is replaced by –.– – NM.
Outside Air Temperature
The OAT is displayed in degrees Celsius (°C) by
default in the lower left of the PFD.
Wind Direction and Speed
Wind direction and speed (relative to the aircraft)
in knots can be displayed in a window to the upper
left of the HSI. When the window is selected for
display, but wind information is invalid or unavailable, the window shows NO WIND DATA. Wind
data can be displayed in three different ways, as
illustrated in Figure 16-24.
FOR TRAINING PURPOSES ONLY
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BEARING 1
POINTER
TUNING MODE
BEARING 2
POINTER
FREQUENCY
DISTANCE
DETAIL A
DME INFORMATION
WINDOW
DISTANCE TO
BEARING SOURCE
STATION
IDENTIFIER
NO
WAYPOINT
SELECTED
A
B
C
BEARING POINTER
SOURCE
ICON
POINTER BEARING
ICON
SOURCE
DETAIL C
BEARING 2
INFORMATION WINDOW
DETAIL B
BEARING 1
INFORMATION WINDOW
Figure 16-23. HSI with Bearing and DME Information
OUTER MARKER
MIDDLE MARKER
INNER MARKER
DETAIL A
OPTION 1
OPTION21
OPTION
OPTION 1
OPTION 2
OPTION 32
OPTION
NO DATA
320°T
21KT
OPTION 3
DETAIL ANO DATADETAIL
OPTION
NO
DATA3
ALTIMETER
Figure 16-22. Marker Beacon
Annunciations
System Alerting
A
Figure 16-24. Wind Data
Marker Beacon Annunciations
Marker beacon annunciations are displayed on the
PFD to the left of the selected altitude. Outer marker reception is indicated in blue, middle in yellow,
and inner in white (Figure 16-22).
16-16
A
System alerting messages appear in the alerts window (in the lower right corner of the PFD), (Figure
16-25) when a warning, caution, advisory alert, or
G1000® message advisory occurs. System alert
messages are provided for awareness of G1000®
system problems or status and may not require
pilot action.
The alerts window allows simultaneous display of
system alerts. The FMS knob can be used to scroll
through the alert messages. The alerts window is
enabled/disabled by selecting the ALERTS softkey.
FOR TRAINING PURPOSES ONLY
Revision 3.1
COMPARATOR
WINDOW
REVERSIONARY
SENSOR WINDOW
ALERTS WINDOW
SOFTKEY
ANNUNCIATION
Figure 16-25. G1000® Alerting System
If the window is already open when a new message is generated, selecting the ALERTS softkey
to acknowledge the message causes it to turn gray.
The ALERTS softkey label changes to display the
appropriate annunciation when an alert is issued.
The annunciation flashes and the appropriate aural
alert sounds until acknowledged by pressing the
softkey. The softkey reverts to the ALERTS softkey label, and when pressed again, displays the
alerts window.
The annunciation window appears to the right of
the VSI and displays abbreviated annunciation
text for aircraft alerts. Text color is based on alert
level: warnings appear in red, cautions in yellow,
and advisory alerts in white. Alerts are displayed
by priority. New warning and caution level alerts,
are displayed at the top and advisories at the bottom, of the annunciation window.
Warnings are time-critical and require immediate
attention. A flashing WARNING softkey annunciation and single chime every 2 seconds indicates
the presence of a warning. The WARNING softkey
flashes and the chime continues until acknowledged by the WARNING softkey being pressed.
Cautions indicate abnormal conditions that can
require intervention. A flashing CAUTION softkey
Revision 3.1
annunciation and single chime indicates the presence of a caution. The CAUTION softkey flashes
until pressed. An advisory provides general information to the pilot that may not need immediate
attention. A flashing ADVISORY softkey annunciation (no aural chime), indicates a message advisory.
The ADVISORY softkey flashes until pressed.
Critical values generated by redundant sensors are
monitored by comparators. If differences in the
sensors exceed a specified amount, the comparator window appears in the upper right corner of the
PFD and the discrepancy is annunciated as MISCOMP (miscompare) in the comparator window. If
either or both of the sensed values are unavailable,
it is annunciated as a NO COMP (no compare).
Reversionary sensor selection is annunciated in a
window on the right side of the PFD. These annunciations reflect reversionary sensors selected on
either or both PFDs. Pressing the SENSOR softkey
accesses the ADC1, ADC2, AHRS1, and AHRS2
softkeys. These softkeys allow switching of the sensors being viewed on each PFD. Depending on the
type of sensor failure, the G1000® can make some
sensor selections automatically. The GPS sensor
cannot be switched manually.
Traffic
Traffic is displayed symbolically on the inset map
(PFD) (Figures 16-26 and 16-27).
Terrain Awareness and Warning
System
TAWS annunciations appear on the PFD to the
upper left of the altimeter. Refer to the “Hazard
Avoidance” section of the Pilot’s Operating Handbook and Airplane Flight Manual (POH/AFM) for
more information.
Radar Altimeter
When the radar height (the aircraft altitude above
ground level detected by the radar altimeter) is
between –40 and 2,500 feet, the current value
is displayed in green above the current aircraft
heading (Figure 16-28). The radar height display
becomes less sensitive as the height above ground
decreases. When the radar altimeter is selected as
FOR TRAINING PURPOSES ONLY
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DETAIL A
DETAIL B
A
B
Figure 16-28. Current Radar Height
Figure 16-29. ALT Setting (Timer/
Reference/Window)
Figure 16-26. Traffic and TAWS
Indications (Example)
Figure 16-30. RA as Altitude Source
for MDA/DH
the altitude source for minimum descent altitude
alerting function (Figure 16-29), the color of the
radar height changes to yellow (Figure 16-30). A
ground line is shown on the altimeter to display
the aircraft height relative to the ground (Figure
16-31). If the data becomes invalid, the message
RA FAIL is displayed in yellow in place of the current radar height (Figure 16-32).
GROUND LINE
RADAR ALTIMETER
MINIMUMS BOX
Figure 16-31. Altimeter Displaying the
Ground Line (RAD ALT)
MFD DISPLAY
The MFD provides an alternate display for essential
flight instrumentation from either PFD through the
use of reversionary mode.
Figure 16-32. Radar Altimeter Invalid Data
POTENTIAL IMPACT POINT
PROJECTED FLIGHT PATH
100' THRESHOLD
UNLIGHTED OBSTACLE
1,000'
Figure 16-27. Terrain Colors
16-18
FOR TRAINING PURPOSES ONLY
Revision 3.1
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CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Engine Indicating System
Display
The EIS displays critical engine, fuel, and electrical
information on the left of the MFD during normal
operation (Figure 16-33). In reversionary mode,
the displays are changed to present PFD symbology together with the EIS (Figure 16-34).
Figure 16-33. MFD Normal Operations
Figure 16-34. MFD Reversionary Mode
EIS information uses dial gauges, vertical slider
indicators, horizontal bar indicators, and digital
readouts.
Green bands indicate normal range of operation;
yellow and red bands indicate caution and warning, respectively. White or uncolored bands indi-
Revision 3.1
Figure 16-35. EIS Displays
cate areas outside of normal operation not yet in
the caution and warning ranges.
When unsafe operating conditions occur, readouts,
pointers, and labels flash and change color based
FOR TRAINING PURPOSES ONLY
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16 AVIONICS
Table 16-5. EIS INDICATIONS AND DESCRIPTION
INDICATIONS
DESCRIPTION
Torque gauge
(TRQ FT-LB)
Displays engine torque in foot-pounds (ft-lb). The redline is dynamic and below 16,000 ft it represents maximum torque for takeoff and above 16,000 ft it represents climb torque setting. A light blue bug represents
the maximum cruise torque setting. The bug appears for certain combinations of propeller speed, OAT, airspeed, and altitude. The redline on 675 SHP Caravans is propeller-speed sensitive and changes for speeds
between 1,800 and 1,900 rpm.
Interstage turbine temperature gauge (ITT °C)
Displays ITT in degrees Celsius (°C). Operating ranges differ for engine start and normal running conditions.
When the engine is running, STRT is annunciated above the temperature readout. When the engine is off or
is shutting down, OFF is annunciated.
Generator speed gauge
(NG % RPM)
Displays gas generator speed as a percentage.
Propeller speed
(PROP RPM)
Oil pressure indicator
(OIL PSI)
Oil temperature indicator
(OIL °C)
Fuel quantity indicator
(FUEL QTY LBS)
Fuel flow
(FFLOW PPH)
Displays propeller speed in revolutions per minute (rpm)
Displays engine oil pressure in pounds per square inch (psi)
Displays engine oil temperature in °C
Displays quantities of fuel in pounds (lb) in the left (L) and the right (R) tanks
Displays current fuel flow in pounds per hour (pph)
Ammeter
(BAT AMPS)
Displays DC current in amperes (amps) for the battery
Voltmeter
(BUS VOLTS)
Displays DC bus voltage
Propeller heat
(PROP AMPS)
Displays propeller deicing heater current
on the condition. If sensor data to an instrument
becomes invalid or unavailable, a red X appears
across the instrument.
The EIS information is on two displays, accessed
using the ENGINE softkey on the MFD. The
ENGINE display is shown by default.
If the EIS system display is currently shown, the
engine display can be selected by pressing the
ENGINE or BACK softkey. Critical changes in
certain systems can automatically revert the EIS
to the ENGINE display.
The top of the EIS displays indicators for torque,
interstage turbine temperature (ITT), gas generator speed, and propeller speed (Figure 16-35 and
Table 16-5). If one of the optional ice protection
systems is installed, the amount of TKS fluid in gallons (A-ICE GAL) or the propeller deicing heater
16-20
current (PROP AMPS) is displayed below the electrical indicators.
System Display
The system display is accessed by pressing the
SYSTEM softkey. Besides the gauges, all indications on this display are digital readouts, separated
into the following categories:
• Fuel (quantities and flow)
• Fuel totalizer (fuel remaining and used
calculations)
• Electrical
When the MENU key is pressed it displays a context-sensitive list of options. The options provide access to additional features or allow changes
which specifically relate to the currently displayed
FOR TRAINING PURPOSES ONLY
Revision 3.1
window/page. The system has no all-encompassing
menu. Some menus provide access to additional
submenus that are used to view, edit, select, and
review options. Menus display NO OPTIONS
when no options are available for the selected page
(Figure 16-36).
MFD Page Groups
The MFD page group and active page title box are
displayed in the upper center of the screen, below
the navigation status box. In the bottom right corner of the current page group, the number of pages
available in the group, and the placement of the
current page within the group are indicated.
The MFD displays information in four main page
groups. Specific pages within each group can vary
depending on the configuration of optional equipment (Figure 16-37).
The MFD has 28 different map ranges available,
from 500 feet to 2,000 nm. The range is changed
by the joystick knob. The current range is indicated in the lower right corner of the map and represents the top-to-bottom distance covered by the
map. When the map range is decreased to a point
that exceeds the capability of the G1000® to accurately represent the map, a magnifying glass icon
appears to the left of the map range. To decrease
the map range turn the joystick counterclockwise;
to increase the range, turn the joystick clockwise.
When the panning function is selected by pressing
the joystick, the map pointer flashes on the map. A
window also appears at the top of the map showing the latitude/longitude position of the pointer,
the bearing and distance to the pointer from the
aircraft present position, and the elevation of the
land at the position of the pointer.
When the map pointer is placed on an object, the
name of the object is highlighted (even if the name
was not originally displayed on the map). When
any map feature or object is selected on the map
display, pertinent information is displayed.
Figure 16-36. Page Menu Examples
When the map pointer crosses an airspace boundary, the boundary is highlighted and airspace information is shown at the top of the display. The
information includes the name and class of airspace, the ceiling in feet above mean sea level
(MSL), and the floor in feet MSL.
The MFD includes airport information and XM
information pages, which are selected first from
within a main page group with the FMS knobs,
then with the applicable softkey at the bottom of
the page.
When either page is selected, the page remains
displayed until a different page softkey is pressed.
Waypoints can be selected by entering the International Civil Aviation Organization (ICAO) identifier, the facility name, or the city name.
Figure 16-37. Map Page
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16 AVIONICS
When either a waypoint identifier, facility name,
or location is entered, the systems Spell ‘N’ Find™
feature searches the database and displays those
waypoints matching the characters entered.
A direct-to navigation leg to the selected waypoint
can be initiated by pressing the direct-to key on any
of the waypoint pages.
Communication and navigation frequencies can
be tuned automatically from various waypoint
information (WPT) pages (Figure 16-38), nearest
(NRST) pages, and the nearest airports window
(on the PFD). The autotuning feature simplifies
frequency entry over manual tuning. Refer to the
communication, navigation, and surveillance and
the audio panel sections for details.
Figure 16-38. Waypoint Page
Waypoint Pages (WPT)
The waypoint pages (WPT) provide the following
types of information:
• Airport information pages
°° Airport information (INFO softkey)
°° Departure information (DP softkey)
°° Arrival information (STAR softkey)
°° Approach information (APR softkey)
°° Weather information (WX softkey)
• Intersection information
Figure 16-39. Auxiliary Page
• Nondirectional beacon (NDB) information
• VOR information
• User waypoint information
Auxiliary Pages (AUX)
The auxiliary pages provide the following information (Figure 16-39):
• Trip planning
• Utility
• GPS status
System setup:
Figure 16-40. Nearest Page
• XM satellite pages
16-22
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°° XM information (INFO softkey)
°° XM radio (RADIO softkey)
• System status
NRST Pages
The nearest airports page is the first in the NRST
page group because of its potential use if an inflight emergency occurs (Figure 16-40). The page
displays a map of the currently selected airport
and surrounding area, as well as the nearest airport
information. The information appears in five boxes:
• Nearest airports
Figure 16-41. Flight Plan Page
• Information
• Runways
Flight planning consists of building a flight plan by
entering waypoints one at a time, adding waypoints
along airways, and inserting departures, airways,
arrivals, or approaches as needed.
• Frequencies
• Approaches
The NRST pages are:
The G1000® allows entry of flight planning information from either the MFD or PFD. The flight plan
is displayed on maps using different line widths,
colors, and types, based on the leg and segment
of the flight plan currently being flown (departure,
enroute, arrival, approach, or missed approach).
• Nearest airports
• Nearest intersections
• Nearest NDB
• Nearest VOR
• Nearest user waypoints
Up to 99 flight plans, each with up to 99 waypoints,
can be created and stored in memory. One flight
plan can be activated at a time to become the active
flight plan. The vertical navigation (VNV) function provides vertical profile guidance during the
enroute and terminal phases of flight.
• Nearest frequencies
• Nearest airspaces
Flight Plan Pages
In addition to the main page groups accessed exclusively using the FMS knobs, pages for flight planning (FPL) and loading procedures procedures
(PROC) accessible using the bezel key. In some
instances, softkeys can be used to access the procedure pages.
The VNV provides guidance based on specified
altitudes at waypoints in the active flight plan or to
a direct-to waypoint. It includes vertical path guidance to a descending path, which is provided as a
linear deviation from the desired path.
The flight plan pages are accessed by pressing the
FPL key on the MFD. Main pages within this group
are selected by rotating the small FMS knob. The
FPL pages include (Figure 16-41):
The desired path is defined by a line joining two
waypoints with specified altitudes or as a vertical
angle from a specified waypoint/altitude. The vertical waypoints are integrated into the active flight
plan. Both manual and autopilot-coupled guidance
are supported.
• Active flight plan—Wide view, narrow view
• Flight plan catalog—Stored flight plan
Revision 3.1
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Procedure Pages (PROC)
The procedure pages can be accessed any time
by pressing the PROC key on the MFD. A menu
is initialized, and when a departure, approach, or
arrival is selected, the appropriate procedure page
loads (Figure 16-42). Turning the FMS knob does
not scroll through the procedure pages (note the
single page symbol in the lower right corner). The
following procedure pages are provided:
The original enroute portion of the flight plan
remains active when the procedure loads, unless
an instrument procedure is activated.
The WAAS GPS allows for flying LNAV/ VNAV,
LNAV+V, and LPV approaches according to the
published chart. LNAV+V is a standard LNAV
approach with advisory vertical guidance provided for assistance in maintaining a constant vertical glidepath similar to an ILS glide slope on
approach. This guidance is displayed on the PFD
as a magenta diamond in the same location as the
ILS glide slope.
LNAV+V is indicated by the system during an
approach, with LNAV minimal used. The active
approach type is annunciated on the HSI as shown
in Table 16-6.
Audio Panel
Figure 16-42. Procedure Page
• Departure loading
• Arrival loading
• Approach loading
When an approach, departure, or arrival procedure is loaded into the active flight plan, a set of
approach, departure, or arrival waypoints is loaded
into the flight plan with a header describing the
selected instrument procedure.
The audio panel provides traditional audio selector
functions, a microphone, and a receiver. The audio
panel includes an intercom system (ICS) between
the pilot, copilot, and passengers, a marker beacon
receiver, and a COM clearance recorder. Ambient
noise from the aircraft radios is reduced by the
master avionics squelch (MASQ) feature. When
no audio is detected, MASQ processing further
reduces background radio noise.
The COM frequency box has four fields: the two
active frequencies are on the left and the two standby frequencies are on the right (Figure 16-43). The
COM transceiver is selected for transmission by
pressing the COM MIC keys on the audio panel.
During audio reception from the selected COM
radio, audio from the other COM radio is muted.
Table 16-6. AUTOMATIC GPS CDI SCALING
HSI ANNUNCIATION
LNAV
LNAV+V
L/VNAV
(Available only if
WAAS equipped)
LPV
(Available only if
WAAS equipped)
16-24
DESCRIPTION
EXAMPLE ON HSI
GPS approach using published LNAV minima.
GPS approach using published LNAV minima. Advisory
vertical guidance is provided.
GPS approach using published LNAV/VNAV minima.
APPROACH
TYPE
• LNAV
• LNAV+V
• L/VNAV
• LPV
GPS approach using published LPV minima.
FOR TRAINING PURPOSES ONLY
Revision 3.1
ACTIVE
FIELDS
STANDBY
FIELDS
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CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
TOP SECTION OF
THE AUDIO PANEL
PRESS FOR 2 SECONDS
TO LOAD 121.500 MHz
TUNING BOX
Figure 16-45. Tuning 121.500 MHz
Selecting the Navigation Radio
COM2 RADIO IS SELECTED
ON THE AUDIO PANEL
Figure 16-43. Selecting a COM Radio
for Transmit
An active COM frequency displayed in green indicates that the COM transceiver is selected (COM1
MIC or COM2 MIC key). When both active COM
frequencies appear in white, then no COM radio is
selected for transmission. The PA key is selected on
the audio panel. Frequencies in the standby field
are displayed in white.
The NAV frequency controls and frequency boxes
are on the left of the MFD and PFD (Figure 16-46).
The MFD frequency controls and displays are
linked to the PFD1 only. The active frequencies
are on the right and the standby frequencies are
on the left.
TURN VOL/ID KNOB TO ADJUST
VOLUME. PRESS KNOB TO TURN
MORSE CODE ON OR OFF
PRESS THE FREQUENCY TRANSFER KEY TO
TRANSFER NAV FREQUENCIES BETWEEN
ACTIVE AND STANDBY FREQUENCY FIELDS
TURN THE NAV KNOB TO
TUNE THE FREQUENCY IN
THE TUNING BOX
Selecting the Radio
Press the small COM knob to transfer the frequency
tuning box and frequency transfer arrow between
the upper and lower radio frequency fields (Figure
16-44). The small COM knob on the MFD links to
the pilot PFD (PFD1) only. The small COM knob
on the copilot PFD (PFD2) operates independently.
Figure 16-46. NAV Frequency Tuning
PRESS THE COM KNOB TO
SWITCH THE TUNING BOX FROM
ONE COM RADIO TO THE OTHER
Figure 16-44. Switching COM
Tuning Boxes
STANDBY
FIELDS
Activating 121.500 MHZ
Press and hold the COM frequency transfer key
for 2 seconds to automatically load the emergency
COM frequency (121.500 MHz) in the active field
of the selected COM radio (the radio indicated with
the transfer arrow) (Figure 16-45).
TUNING
BOX
ACTIVE
FIELDS
THE NAV RADIO IS
SELECTED BY PRESSING
THE CDI SOFTKEY
Figure 16-47. Selecting a NAV Radio
for Navigation
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-25
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
Pressing the CDI softkey on the PFD selects a NAV
radio for navigation ( 16-49). The selected NAV
frequency is displayed in green.
Intercom
The audio panel has a six-position intercom system
(ICS) and a stereo music input for the pilot, copilot,
and up to four passengers. The intercom provides
pilot and copilot isolation from the passengers and
aircraft radios (Figure 16-48).
can hear the selected radios and communicate with
each other.
When the PILOT and COPLT annunciators are illuminated, the pilot and copilot can hear the selected
radios and communicate with each other. The passengers are isolated from the pilot and copilot but
can communicate with each other.
When both the PILOT and COPLT annunciators
extinguish, everyone hears the selected radios and
can communicate with everyone else.
The PILOT/PASS knob controls volume or manual
squelch adjustment for the pilot and copilot/passenger. The small knob controls the pilot volume
and squelch. The large knob controls the copilot/
passenger volume and squelch.
Figure 16-48. Intercom Controls
Isolation Modes
Pilot isolation is selected when the PILOT annunciator illuminates. During pilot isolation, the pilot
can hear the selected radios and aural alerts and
warnings. The copilot and passengers can communicate with each other. The copilot is isolated from
aural alerts and warnings (Table 16-7).
Copilot isolation is selected when the COPLT
annunciator illuminates. The copilot is isolated
from the selected radios, aural alerts start and warnings, and everyone else. The pilot and passengers
The VOL and SQ annunciations at the bottom of
the unit indicate which function the knob is controlling. Pressing the PILOT/PASS knob switches
between volume and squelch as indicated by illumination of the VOL or SQ annunciation (Figure
16-49).
The MAN SQ key allows automatic or manual
control of the squelch settings. When the MAN SQ
annunciator is extinguished (automatic squelch is
on), the PILOT/PASS knob controls only the volume, and pressing the PILOT/PASS knob has no
effect on the VOL/SQ selection.When the MAN
SQ annunciator is illuminated (manual squelch),
the PILOT/PASS knob controls both volume and
squelch.
Table 16-7. ICS ISOLATION MODES
PILOT KEY
COPLT KEY
ANNUNCIATOR ANNUNCIATOR
PILOT HEARS
COPILOT HEARS
PASSENGER HEARS
OFF
OFF
Selected radios, aural alerts, pilot,
copilot, passengers, MUSIC 1
Selected radios, aural alerts,
pilot, copilot, passengers,
MUSIC 1
Selected radios, aural alerts,
pilot, copilot, passengers,
MUSIC 2
ON
OFF
Selected radios, aural alerts, pilot
Copilot, passengers, MUSIC 1
Copilot, passengers, MUSIC 2
OFF
ON
Selected radios, aural alerts, pilot,
passengers, MUSIC 1
Copilot
Selected radios, aural alerts,
pilot, passengers, MUSIC 2
ON
ON
Selected radios, aural alerts, pilot,
copilot
Selected radios, aural alerts,
pilot, copilot
Passengers, MUSIC 2
16-26
FOR TRAINING PURPOSES ONLY
Revision 3.1
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
MANUAL SQUELCH ANNUNCIATOR;
OFF FOR AUTOMATIC SQUELCH, ON
FOR MANUAL SQUELCH
AUTOMATIC/MANUAL SQUELCH
PILOT VOLUME OR MANUAL
SQUELCH. PRESS TO SWITCH
BETWEEN VOL AND SQ. TURN
TO ADJUST SQUELCH WHEN SQ
ANNUNCIATION IS LIT, VOLUME
WHEN VOL ANNUNCIATION IS LIT.
COPILOT/PASSENGER
VOLUME OR
MANUAL SQUELCH
SQUELCH ANNUNCIATION
VOLUME ANNUNCIATION
Figure 16-49. Volume/Squelch Control
Clearance Recorder and Player
• GDU 1040A MFD
The audio panel contains a digital clearance recorder that records up to 2.5 minutes of the selected
COM radio signal. Recorded COM audio is stored
in separate memory blocks. Once 2.5 minutes of
recording time has elapsed, the recorder begins
recording over the stored memory blocks, starting
from the oldest block.
• GMC 710 mode controller
AUTOMATIC FLIGHT
CONTROL SYSTEM
The GFC 700 is a AFCS (Figure 16-50) fully integrated with the avionics system. The AFCS functions are distributed across the following LRUs:
• GDU 1040A PFDs (2)
• GIA 63W integrated avionics units (IAUs)
(2)
• GSA 80 AFCS servos (2)
• GSA 81 AFCS servos (2)
• GSM 85 servo mounts (4)
The mode controller has the following main
functions:
• Flight director (FD)
• Autopilot (AP)
• Yaw damper (YD)
• Manual electric pitch trim (MEPT)
Figure 16-50. GFC 700 Mode Control Unit
Revision 3.1
FOR TRAINING PURPOSES ONLY
16-27
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
FD—The aircraft has two flight directors, each
operating within an integrated avionics unit. Commands for the selected flight director are displayed
on both PFDs.
pitch trim operation. The AP DISC switch is on
each control wheel and is used to acknowledge an
autopilot disconnect alert and to mute the associated aural tone.
The flight director provides:
CWS button (control wheel steering)—One button on each control wheel. While pressed, allows
manual control of the aircraft while the autopilot is
engaged and synchronizes the flight director command bars with the current aircraft pitch (if not in a
vertical navigation, glide slope, or glidepath mode).
When the button is released the FD can establish
new pitch and roll references, depending on the
current vertical and lateral modes.
• Command bars showing pitch/roll guidance
• Vertical/lateral mode selection and
processing
• Autopilot communication
AP—Autopilot operation occurs within the pitch,
roll, and pitch trim servos. It also provides servo
monitoring and automatic flight control in response
to flight director steering commands, AHRS attitude and rate information, and airspeed.
YD—The yaw servo is self-monitoring and provides Dutch roll dampering and turn coordination
in response to yaw rate, roll angle, lateral acceleration, and airspeed.
MEPT—The pitch trim servo provides manual
electric pitch trim capability when autopilot is not
engaged.
The following AFCS controls are in the cockpit,
separate from the mode controller (Figure 16-51):
AP DISC switch (autopilot disconnect)—Disengages the autopilot and yaw damper and interrupts
AP TRIM
DISC
CONTROL WHEEL
STEERING
GA switch (go-around)—The GA switch, which is
on the throttle, disengages the autopilot and selects
the flight director takeoff (on ground) or go-around
(in air) mode. If an approach procedure is loaded
the switch activates the missed approach when the
selected navigation source is GPS or when the navigation source is VOR/LOC and a valid frequency
is tuned. The GA switch is on the throttle.
MEPT switch—The MEPT switch on the each
control wheel is used to command manual electric
pitch trim. The composite switch has left and right
sides. The left side is the ARM contact and the right
side controls the DN (forward) and UP (rearward)
contacts. Pressing the MEPT ARM switch disengages the autopilot, if currently engaged, but does
not affect yaw damper operation.
GO AROUND
MEPT
SWITCH
Figure 16-51. Additional AFCS Controls
16-28
FOR TRAINING PURPOSES ONLY
Revision 3.1
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Table 16-8. AFCS MODES
MODES SELECTED
CONTROL PRESSED
FLIGHT DIRECTOR
ACTIVATED
VERTICAL
LATERAL
FD key (pilot-side)
Pilot-side
Pitch hold (default)
Roll hold (default)
AP key
Pilot-side
Pitch hold (default)
Roll hold (default)
CWS button
Pilot-side
Pitch hold (default)
Roll hold (default)
GA switch
Pilot-side
Takeoff (on ground) Go-around (in air)
Takeoff (on ground) Go-around (in air)
ALT key
Pilot-side
Altitude hold
Roll hold (default)
VS key
Pilot-side
Vertical speed
Roll hold (default)
VNV key
Pilot-side
Vertical path tracking*
Roll hold (default)
NAV key
Pilot-side
Pitch hold (default)
Navigation**
ARP key
Pilot-side
Pitch hold (default)
Approach**
HDG key
Pilot-side
Pitch hold (default)
Heading select
* Valid VNV flight plan must be entered before VNV key press activates flight director.
** The selected navigation receiver must have a valid VOR or LOC signal or active GPS course before NAV or APR key press activates
flight director.
The MEPT ARM switch is used to acknowledge an
autopilot disconnect alert and mute the associated
aural tone. Manual trim commands are generated only when both sides of the switch are operated simultaneously. If either side of the switch
is active separately for more than 3 seconds, the
MEPT function is disabled and PTRM is displayed
as the AFCS status on each PFD. The function
remains disabled until both sides of the switch are
inactivated.
FLIGHT DIRECTOR
Flight director mode annunciations appear on
each PFD when the flight director is active (Figure 16-52). Flight director selection and autopilot
and yaw damper statuses appear in the center of
the AFCS status box. Lateral modes appear on the
left and vertical modes appear on the right. Armed
modes appear in white and active modes appear
in green.
LATERAL
MODES
The flight director provides pitch and roll commands to the AFCS and displays the commands
on the PFDs. When the flight director is active, the
aircraft can be hand-flown to follow the path shown
by the command bars.
Maximum commanded pitch (–15°, +20°) and roll
(22°) angles, vertical acceleration, and roll rate are
limited to values established during AFCS certification. The flight director also provides autopilot
commands. Initially pressing any key listed in Table
16-8 (when the flight director is inactive) activates
the pilot flight director in the listed modes. Pressing the FD key again deactivates the flight director
and removes the command bars on all displays. The
FD key is disabled when the autopilot is engaged.
Revision 3.1
AFCS Status Box
ARMED
AUTOPILOT YAW
STATUS DAMPER
STATUS
VERTICAL MODES
ACTIVE
ACTIVE
MODE
FLIGHT DIRECTOR
REFERENCE
INDICATOR ARROW
SELECTED ALTITUDE
VERTICAL SPEED
REFERENCE
Figure 16-52. PFD AFCS Display
FOR TRAINING PURPOSES ONLY
16-29
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
Table 16-9. FLIGHT DIRECTOR VERTICAL MODES
VERTICAL MODE
Pitch Hold
Selected Altitude Capture
DESCRIPTION
Holds aircraft pitch attitude; may
be used to climb/descend to the
Selected Altitude
Captures the Selected Altitude
CONTROL
ANNUNCIATION REFERENCE
RANGE
(default)
PIT
*
ALTS
REFERENCE
CHANGE
INCREMENT
-15° to +20°
0.5°
Altitude Hold
Holds current Altitude Reference
ALT Key
ALT nnnnn FT
Vertical Speed
Holds aircraft vertical speed; may
be used to climb/descend to the
Selected Altitude
VS Key
VS nnnn FPM
-3000 to
+2000 fpm
100 fpm
FLC Key
FLC nnn KT
80 to 175 kt
1 kt
VNV Key
VPTH
**
ALTV
Holds aircraft airspeed in IAS while
Flight Level Change, IAS Hold aircraft is climbing/descending to
the Selected Altitude
Vertical Path Tracking
VNV Target Altitude Capture
Glidepath
Captures and tracks descent legs
of an active vertical profile.
Captures the Vertical Navigation
(VNV) Target Altitude
Captures and tracks the SBAS
glidepath on approach
Glideslope
Captures the tracks the ILS glideslope on approach
Takeoff (on ground)
Disengages the autopilot and
commands a constant pitch angle
and wings level on the ground in
preparation for takeoff
Go Around (in air)
Disengages the autopilot and
commands a constant pitch angle
and wings level while in the air
GP
APR Key
GS
TO
7°
GA
7°
GA Swith
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected Altitude is to be captured
instead of the VNV Target Altitude.
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the Selected Altitude.
The aircraft has two flight directors, each operating within the integrated avionics system. Only one
flight director is active (selected) at a time. Flight
directors can be switched by pressing the XFR key.
Both PFDs display the selected flight director, indicated by an arrow pointing toward either the pilot
or copilot side, in the center of the AFCS status
box. The arrow for the selected flight director also
appears beside the XFR key.
Table 16-9 relates each vertical mode to its respective corresponding controls and annunciations. The
mode reference displays next to the active mode
annunciation for altitude hold, vertical speed, and
flight level change modes.
16-30
The NOSE UP/DN wheel can be used to change
the vertical mode reference while operating under
pitch hold, vertical speed, or flight level change
mode. The increments of change and acceptable
ranges of values for each reference using the NOSE
UP/DN wheel are listed in Table 16-8.
Table 16-10 relates each lateral mode to its respective control and annunciation. The CWS button
does not change lateral references for heading
select, navigation, back course, or approach modes.
The annunciations described in Table 16-10 (listed
in order of increasing priority) can appear on the
PFDs above the Airspeed and Attitude indicators.
Only one annunciation can occur at a time, and
messages are prioritized by criticality.
FOR TRAINING PURPOSES ONLY
Revision 3.1
Table 16-10. FLIGHT DIRECTOR LATERAL MODES
LATERAL MODE
Roll Hold
Low Bank
Heading Select
Navigation, GPS
DESCRIPTION
CONTROL ANNUNCIATION
Holds the current aircraft roll attitude or
rolls the wings level, depending on the
commanded bank angle
(default)
Limits the maximum commanded roll angle BANK Key
Captures the tracks the Selected Heading
HDG Key
Captures and tracks a localizer signal for
backcourse approaches
Navigation, VOR Enroute
Capture/Track
NAV Key
Navigation, LOC Capture/
Track (No Glideslope)
Backcourse Capture/Track
Captures and tracks a localizer signal for
backcourse approaches
Approach, GPS
Captures and tracks the selected navigation source (GPS, VOR, LOC)
BC Key
Approach, VOR Capture/Track
ROL
*
Takeoff (on ground)
Disengages the autopilot and commands
a constant pitch angle and wings level on
the ground in preparation for takeoff
22°
15°
HDG
22°
GPS
22°
VOR
22° Capture
10° Track
LOC
22° Capture
10° Track
BC
22° Capture
10° Track
GPS
22°
VAPP
22° Capture
10° Track
LOC
22° Capture
10° Track
TO
Wings Level
GA
Wings Level
APR Key
Approach, LOC Capture/Track
(Glideslope Mode automatically armed)
MAXIMUM ROLL
COMMAND LIMIT
GA Switch
Go Around (in air)
Disengages the autopilot and commands a
constant pitch angle and wings level while
in the air
* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll Scale of the
Attitude Indicator.
The GFC 700 limits turn rate to 3 degrees per second (standard rate turn).
AUTOPILOT AND YAW
DAMPER OPERATION
The autopilot and yaw damper operate the flight
control surface servos for automatic flight control.
Autopilot controls the pitch and roll attitudes based
on the flight director commands.
The pitch autotrim provides trim commands to
the pitch trim servo to relieve any sustained effort
required by the pitch servo. Autopilot operation is
independent of the yaw damper. The yaw damper
Revision 3.1
reduces Dutch roll tendencies and coordinates
turns. It can operate independently of the autopilot and can be used during normal hand-flight
maneuvers.
Yaw rate commands are limited to 6º per second by
the yaw damper. Flight pitch and roll commands
to the servos are based on the active flight director modes. The yaw servo provides yaw dampering. The servo motor control limits the maximum
servo speed and torque. The servo mounts have
slip clutches, which allow the pilot to override the
servos in case of an emergency.
FOR TRAINING PURPOSES ONLY
16-31
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
Pressing the AP key activates the autopilot, yaw
damper, and flight director (if not already active).
The flight director engages in pitch and roll hold
modes when initially activated. Pressing the YD
key engages the yaw damper independently of the
autopilot, if not already engaged.
To manually disengage the autopilot either push
the AP key on the mode controller, the GA switch
or the MEPT ARM switch. Manual autopilot disengagement is indicated by a 5 second flashing
yellow AP annunciation and a 3 second autopilot
disconnect aural alert (Figure 16-53).
Figure 16-53. Manual Autopilot
Disengagement
Pressing either the AP DISC switch or the YD key
manually disengages both the yaw damper and the
autopilot. When the yaw damper and autopilot are
manually disengaged, both the AP and YD annunications turn yellow and flash for 5 seconds and a
3 second autopilot disconnect aural alert is generated (Figure 16-54).
Yaw damper disengagement is indicated by a
5-second flashing yellow YD annunciation (Figure 16-55).
Figure 16-55. Automatic Autopilot and Yaw
Damper Disengagement
Automatic yaw damper disengagement occurs
when autopilot disengagement is caused by failure
in a parameter also affects the yaw damper. The
yaw damper can remain operational in some cases
where the autopilot automatically disengages.
A localized failure in the yaw damper system or
invalid sensor data also can causes yaw damper
disengagement.
HAZARD AVOIDANCE
Hazard avoidance instruments aid situational
awareness and provide advisory information with
regard to potential hazards to flight safety associated with:
• Weather
Figure 16-54. Yaw Damper Disengagement
°° GDL 69A XM® satellite weather
(Optional)
Pressing either the MEPT ARM switch or the AP
DISC switch cancels the autopilot disconnect aural
alert. Pressing AP DISC also cancels the flashing
AP annunciation.
Automatic autopilot disengagement is indicated by
a flashing red and white AP annunciation and by the
autopilot disconnect aural alert. Both indications
continue until acknowledged by pressing the AP
DISC or MEPT ARM switch. Automatic autopilot
disengagement occurs because of:
°° GWX 68™ airborne color weather radar
(Optional)
°° L-3 STORMSCOPE® WX-500 series II
weather mapping sensor (Optional)
• Terrain avoidance (TAWS)
• Traffic
°° Honeywell® KTA 870 traffic advisory
system (TAS)
XM SATELLITE WEATHER®
• System failure
• Stall warning (YD also disengages)
The XM Satellite Weather® data provides information for avoiding hazardous weather. Do not
use XM weather information to penetrate hazardous weather.
• Inability to compute default FD modes (FD
also disengages automatically)
XM Satellite Weather® is provided through the
optional GDL 69A, a remote data-link satellite
• Invalid sensor data
• Yaw damper failure while both are engaged
16-32
FOR TRAINING PURPOSES ONLY
Revision 3.1
receiver. Graphical weather information and associated text is displayed on the MFD and on the
PFD inset map.
The GDL 69A can also receive XM Satellite
Radio® entertainment services. Both weather data
and entertainment programming operate in the
S-band frequency range to provide continuous
reception capabilities at any altitude throughout
North America. XM Satellite Radio® services are
subscription-based. For more information on specific service packages, visit: www.xmradio.com.
The weather data link page in the map page group
is the primary map for viewing XM weather data
(Figure 16-56). The map page is the only map display capable of showing information for all available XM weather products.
To focus radar scanning on specific areas, sector
scanning offers pilot-adjustable horizontal scan
angles of 20°, 40°, 60°, or 90°. A vertical scanning
function helps analyze storm tops, gradients, and
cell buildup activity at various altitudes.
The radar has the following features:
• Extended sensitivity time constant (STC)
logic that automatically correlates distance
of the return echo with intensity, so cells do
not suddenly appear larger as they get closer.
• Weather attenuated color highlight
(WATCH™) helps identify possible shadowing effects of short-range cell activity,
identifying areas where radar return signals
are weakened or attenuated by intense precipitation (or large areas of lesser precipitation) and cannot fully reflect the weather
behind a storm.
• Weather alert that looks ahead for intense
cell activity in the 80–320 nm range, even if
these ranges are not being monitored.
MAXIMUM PERMISSIBLE
EXPOSURE LEVEL
Figure 16-56. Weather Data Link Page
GWX 68™ Airborne Color
Weather Radar
The optional GWX 68™, is a 4-color digital pulsed
radar with 6.5 kilowatts of output power. It combines excellent range and adjustable scanning profiles with a high-definition target display. The pulse
width is 4 microseconds on all ranges except the
2.5 nm range. The GWX 68™ uses a 1 microsecond pulse width at this range to reduce the target
smearing on the display and for better target definition at close range.
The aircraft uses a 12-inch, phased array antenna,
fully stabilized to accommodate 30º of pitch and
roll.
Revision 3.1
The maximum permissible exposure level is a zone
in which the radiation level exceeds the US government standard of 1 mW/cm2. It is the semicircular
area of at least 11 feet from the 12-inch antenna
(Figure 16-57). All personnel must remain outside
of this zone. With a scanning or rotating beam,
the average power density at the MPEL boundary
is significantly reduced. When evaluating various
target returns on the weather radar display, the colors denote precipitation intensity and rates shown
in Table 16-11.
Table 16-11. PRECIPITATION
INTENSITY LEVELS
WEATHER
MODE
COLOR
INTENSITY
APPROXIMATE
PRECIPITATION RATE
(IN/HR.)
BLACK
<23 DBZ
<.01.
GREEN
23 DBZ TO <32 DBZ
.01-0.1
YELLOW
32 DBZ TO <41 DBZ
0.1-0.5
RED
41 DBZ TO <50 DBZ
0.5-2
50 DBZ AND GREATER
>2
MAGENTA
FOR TRAINING PURPOSES ONLY
16-33
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CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
Table 16-12. TAWS OBSTACLE COLORS
AND SYMBOLOGY
MPEL
BOUNDARY
TAS SYMBOL
DESCRIPTION
No threat traffic
Proximity advisory (PA)
11’ FOR 12” ANTENNA
Traffic advisory (TA)
Traffic advisory off scale
Alerts are issued when flight conditions meet the
parameters set within TAWS software.
Figure 16-57. MPEL Boundary
TERRAIN AWARENESS AND
WARNING SYSTEM
The TAWS increases situational awareness and aids
in reducing controlled flight into terrain (CFIT).
The TAWS provides visual and aural annunciations
when terrain and obstacles are within the given
altitude threshold from the aircraft. The displayed
alerts and warnings are advisory only.
TAWS satisfies TSO-C151b Class B requirements
for certification. Class B TAWS is required for all
Part 91 aircraft operations with six or more passenger seats and for Part 135 turbine aircraft operations with six to nine passenger seats (FAR Parts
91.223, 135.154). For proper operation, TAWS
requires a valid terrain/obstacle/airport terrain
database and valid 3-D GPS position solution.
TAWS uses yellow (caution) and red (warning) to
depict terrain and obstacles with heights greater
than 200 feet above ground level (AGL) relative
to aircraft altitude. The colors adjust automatically
as aircraft altitude changes and represent terrain,
obstacles, and potential impact points.
16-34
TAWS alerts typically use a CAUTION or a
WARNING severity level, or both. When an alert is
issued, visual annunciations are displayed and aural
alerts are simultaneously issued. Table 16-13 shows
TAWS alert types with corresponding annunciations and aural messages.
TRAFFIC ADVISORY SYSTEM
The traffic advisory system (TAS) aids in detection and avoidance of other aircraft. TAS uses an
onboard interrogator-processor and the Mode S
transponder for the air-to-air traffic data link.
Nonthreat advisory (white diamond)—Indicates
that an intruding aircraft is greater than 1,200 feet
relative altitude or the distance is beyond 5 nm.
Proximity advisory—Indicates that the intruding
aircraft is within 1,200 feet and 5 nm range, but is
not considered a threat.
Traffic advisory (TA)—Indicates potentially hazardous intruding aircraft. Closing rate, distance,
and vertical separation meet TA criteria.
Traffic advisory off scale—Appears as a half TA
symbol at the relative bearing of the intruding
aircraft.
The traffic map page shows surrounding TAS traffic data relative to the aircraft current position and
altitude, without base map clutter (Figure 16-58).
FOR TRAINING PURPOSES ONLY
Revision 3.1
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Table 16-13. TAWS ALERTS SUMMARY
ALERT TYPE
EXCESSIVE DESCENT RATE
WARNING (EDR)
REDUCED REQUIRED
TERRAIN CLEARANCE
WARNING (RTC)
PFD/MFD TAWS PAGE
ANNUNCIATION
MFD MAP PAGE POP-UP
ALERT
AURAL MESSAGE
PULL UP
PULL-UP
“PULL UP”
TERRAIN - PULL-UP
“TERRAIN, TERRAIN; PULL UP, PULL UP”
OR
“TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,
PULL UP”
PULL UP
OR
TERRAIN AHEAD - PULL-UP
TERRAIN AHEAD - PULL-UP
IMMINATE TERRAIN IMPACT
WARNING (ITI)
REDUCED REQUIRED
OBSTACLE CLEARANCE
WARNING (ROC)
PULL UP
OR
TERRAIN - PULL-UP
OBSTACLE - PULL-UP
PULL UP
OR
OBSTACLE AHEAD - PULL-UP
OBSTACLE AHEAD - PULL-UP
IMMINENT OBSTACLE
IMPACT WARNING (IOI)
REDUCED REQUIRED
TERRAIN CLEARANCE
CAUTION (RTC)
PULL UP
OR
OBSTACLE - PULL-UP
REDUCED REQUIRED
OBSTACLE CLEARANCE
CAUTION (ROC)
“OBSTACLE, OBSTACLE; PULL UP, PULL UP”
OR
“OBSTACLE AHEAD, PULL UP; OBSTACLE
AHEAD, PULL UP”
“OBSTACLE AHEAD, PULL UP; OBSTACLE
AHEAD, PULL UP”
OR
“OBSTACLE, OBSTACLE; PULL UP, PULL UP”
CAUTION - TERRAIN
TERRAIN
“CAUTION, TERRAIN; CAUTION, TERRIAN”
OR
“TERRIAN AHEAD; TERRIAN AHEAD”
OR
TERRAIN AHEAD
TERRAIN AHEAD
IMMINENT TERRAIN IMPACT
CAUTION (ITI)
“TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,
PULL UP”
OR
“TERRAIN, TERRAIN; PULL UP, PULL UP”
TERRAIN
OR
CAUTION - TERRAIN
CAUTION - OBSTACLE
TERRAIN
OR
OBSTACLE AHEAD
CAUTION - OBSTACLE
“TERRAIN AHEAD; TERRAIN AHEAD”
OR
“CAUTION, OBSTACLE; CAUTION, OBSTACLE”
“CAUTION, OBSTACLE; CAUTION, OBSTACLE”
OR
“OBSTACLE AHEAD; OBSTACLE AHEAD”
OBSTACLE AHEAD
“OBSTACLE AHEAD; OBSTACLE AHEAD”
OR
“CAUTION, OBSTACLE; CAUTION, OBSTACLE”
TERRAIN
TOO LOW - TERRAIN
“TOO LOW, TERRAIN”
ALTITUDE CALLOUT “500”
NONE
NONE
“FIVE HUNDRED”
EXCESSIVE DESCENT RATE
CAUTION (EDR)
TERRAIN
SINK RATE
“SINK RATE”
IMMINENT OBSTACLE
IMPACT CAUTION (IOI)
TERRAIN
PREMATURE DESCENT
ALERT CAUTION (PDA)
OR
DON’T SINK
NEGATIVE CLIMB RATE
CAUTION (NCR)
Revision 3.1
TERRAIN
OR
TOO LOW - TERRAIN
FOR TRAINING PURPOSES ONLY
“DON’T SINK”*
OR
“TOO LOW, TERRAIN”
16-35
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
OPERATING
MODE
TRAFFIC ADVISORY, AIRCRAFT IS
400 FEET BELOW AND CLIMBING
TRAFFIC, OUT OF
RANGE
ALTITUDE
MODE
Figure 16-59. Stuck Microphone Alert
EMERGENCY CHANNEL
LOADED AUTOMATICALLY
Figure 16-60. COM Tuning Failure
quency (121.500 MHz). Depending on the failure
mode, a red X can appear on the frequency display
(Figure 16-60).
NON BEARING TRAFFIC (SYSTEM IS UNABLE TO
DETERMINE BEARING), DISTANCE IS 8.0 NM,
1,100 FEET ABOVE AND DESCENDING
PROXIMITY TRAFFIC,
1,000 FEET ABOVE
AND DESCENDING
Figure 16-58. Traffic Map Page
Aircraft orientation is always heading up unless
there is no valid heading. Map range is adjustable with the RANGE knob from 2 to 40 nm, as
indicated by the map range rings. The traffic mode
and altitude display mode appear in the upper left
corner.
STUCK MICROPHONE
If the push-to-talk (PTT) key is stuck, the COM
transmitter stops transmission after 35 seconds of
continuous operation. An advisory alert appears on
the PFD indicating that the microphone is stuck.
The COM1 MIC or COM2 MIC key on the audio
panel flashes as long as the PTT key remains stuck
(Figure 16-59).
COM TUNING FAILURE
PFD FAILURE
If PFD1 fails, COM1 and NAV1 display a red X
on both remaining displays. NAV1 is unavailable.
COM1 automatically tunes 121.500 MHz, but the
frequency is not shown. The COM1 emergency
frequency is available to both the copilot and pilot
(Figure 16-61).
If the MFD fails, COM2 and NAV2 display a red
X on the remaining PFD display. NAV2 is unavailable. COM2 tunes 121.500 MHz, but the frequency
is not shown (Figure 16-62). The COM2 emergency frequency is available to both the copilot
and pilot.
AUDIO PANEL FAILURE
If a failure occurs in the audio panel, a fail-safe
circuit connects the pilot headset and microphone
directly to the COM1 transceiver. Audio is not
available on the speaker during fail-safe operation.
If a tuning failure occurs in either COM radio, the
radio automatically tunes to the emergency fre-
Figure 16-61. Frequency Section of PFD2 Display After PFD1 Failure
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Revision 3.1
16 AVIONICS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
Figure 16-62. PFD1 Dispaly After PFD2 Failure
REVERSIONARY MODE
The red DISPLAY BACKUP button selects the
reversionary mode (Figure 16-63).
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Figure 16-63. Display Backup Button
Table 16-14. CAS ANNUNCIATIONS
MESSAGE
SPD NOT AVAIL
Revision 3.1
DESCRIPTION
Indicates that the “SPD” button was pressed on Autopilot Mode Control Panel
FOR TRAINING PURPOSES ONLY
16-37
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
QUESTIONS
1. The two GDC 74A air data computers supply
information to which instruments?
A. Standby airspeed indicator, standby altimeter, and standby attitude indicator
B. PFD attitude indicator and horizontal
direction indicator
C. PFD airspeed indicators, altimeters, and
vertical speed indicators
D. MFD XM weather information system
2. The BARO MIN setting on the PFD is:
A. The height above ground level for the
minimums of an approach
B. The desired altitude at which the aircraft
levels when climbing to a selected altitude
C. The desired altitude at which the aircraft
descends when reaching the minimums of
an approach
D. The decision height altitude or minimum
descent altitude on an approach
3. If the pilot PFD fails, the MFD and copilot
PFD:
A. Automatically goes into reversionary
mode whether or not the reversionary button on the audio panel is pressed.
B. Automatically go into reversionary mode
on the pilot PFD but not the copilot PFD
C. Either reversionary button on the pilot or
copilot audio panel must be pressed
D. Are blank and the pilot must declare
an emergency and land the aircraft
immediately
5. The CWS button on the control yoke:
A. Momentarily disengages the autopilot, but
leave the servos engaged
B. Momentarily disengages the roll and pitch
servos, but not the autopilot
C. Disengages the yaw damper
D. Discontinues the pitch mode of the
autopilot
6. The PLAY key on the audio panel allows:
A. Playback of the previously recorded
2.5-minute block of a received audio
transmission
B. Playback of the last audio transmission on
the No. 2 NAV
C. Receipt of the last PA request from the
passengers
D. Playback of the XM radio song that is
being uploaded
7. While operating the GWX weather radar system on the ground, ensure that:
A. The gain is calibrated properly
B. The radar system has been tested
C. The No. 2 COM is set to the ATIS
D. No one is within 11 feet of the radar antenna if the weather is activated while on the
ground
4. When the pilot chooses a lateral or vertical
mode on the mode controller, the AFCS status
box indicates:
A. Green for standby and white for active
B. Magenta for standby and white for active
C. White for standby and green for active
D. Both white for standby and for active
16-38
FOR TRAINING PURPOSES ONLY
Revision 3.1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 17
OXYGEN SYSTEMS
CONTENTS
INTRODUCTION................................................................................................................ 17-1
OXYGEN SYSTEM............................................................................................................. 17-1
Description.................................................................................................................... 17-1
Components................................................................................................................... 17-2
Controls and Indications................................................................................................ 17-2
Operation....................................................................................................................... 17-2
LIMITATIONS...................................................................................................................... 17-2
EMERGENCY/ABNORMAL.............................................................................................. 17-2
QUESTIONS........................................................................................................................ 17-4
Revision 2.2
FOR TRAINING PURPOSES ONLY
17-i
17 OXYGEN SYSTEMS
Page
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
17-1. Oxygen Lever and Gauge...................................................................................... 17-2
17 OXYGEN SYSTEMS
17-2. Oxygen Duration Chart......................................................................................... 17-3
Revision 2.2
FOR TRAINING PURPOSES ONLY
17-iii
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
17 OXYGEN SYSTEMS
CHAPTER 17
OXYGEN SYSTEMS
INTRODUCTION
This chapter describes the components, controls, and indications for the oxygen system on the
Cessna Grand Caravan EX.
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.
OXYGEN SYSTEM
DESCRIPTION
Passenger models of the aircraft have a 117- cubic
foot oxygen bottle and 2, 10, or 17 oxygen ports,
depending on the model. Cargo models have a
51-cubic foot oxygen bottle and two oxygen ports,
with the option for the 116.95-cubic foot bottle.
Revision 2.2
FOR TRAINING PURPOSES ONLY
17-1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
17 OXYGEN SYSTEMS
COMPONENTS
OPERATION
Oxygen Cylinder
Oxygen Duration
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.
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 is used to calculate the oxygen use time
remaining in the system. The chart shown is for a
51 cubic-foot-capacity oxygen system.
Oxygen Outlets/Masks
The pressure reading is taken from the gauge on
the oxygen control panel in the cabin ceiling above
the pilot. Locate the pressure on the left side of the
chart, and then follow the line over to the right until
the appropriate altitude line is encountered. From
that point, follow the vertical line to the bottom of
the chart, and then read the time in hours.
In the cargo models of the aircraft, two oxygen
ports are in the cabin ceiling–one each outboard of
the pilot and front passenger seats. In the passenger
models, additional ports are adjacent to each aft
passenger ventilating air outlet. The standard masks
are partial rebreathing masks with vinyl hoses and
flow indicators. The pilot mask has a microphone
for using the radio when using the oxygen system.
Oxygen Pressure Gauge
For example, with an oxygen pressure reading of
1,100 psi at an altitude of 15,000 feet, the oxygen
duration for one person is 4.2 hours. If more than
one person is using oxygen, divide the time derived
above by the number of persons using oxygen.
The oxygen gauge has two colored arcs and a colored line to indicate oxygen pressure. The yellow
arc indicates 0 to 300 psi. The green arc indicates
1,550 to 1,850 psi. The red line indicates 2,000 psi
or greater.
Refer to the Pilot’s Operating Handbook and the
FAA-Approved Aircraft Flight Manual (POH/
AFM), Section 9 for more information about the
oxygen system operation.
CONTROLS AND INDICATIONS
LIMITATIONS
Oxygen cylinder pressure is indicated by a pressure gauge on the overhead console, adjacent to
the OXYGEN OFF-ON lever.
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
Figure 17-1. Oxygen Lever and Gauge
17-2
FOR TRAINING PURPOSES ONLY
Revision 2.2
17 OXYGEN SYSTEMS
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
(51 CUBIC FEET CAPACITY)
NOTE:
OXYGEN DURATION IN HOURS
= TOTAL HOURS DURATION
NUMBER OF PERSONS
Figure 17-2. Oxygen Duration Chart
Revision 2.2
FOR TRAINING PURPOSES ONLY
17-3
CARAVAN 208/208B/EX G1000 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 sidewall switch and CB panel.
17 OXYGEN SYSTEMS
17-4
FOR TRAINING PURPOSES ONLY
Revision 2.2
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
18 MANEUVERS AND
PROCEDURES
CHAPTER 18
MANEUVERS AND PROCEDURES
The information for this chapter is available in the Client Guide.
Revision 3.3
FOR TRAINING PURPOSES ONLY
18-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 19
WEIGHT AND BALANCE
19 WEIGHT AND BALANCE
Please refer to the FAA-Approved Pilot’s Operating Handbook
or Aircraft Flight Manual (POH/AFM) for information
reguarding this aircraft’s weight and balance.
Revision 2.2
FOR TRAINING PURPOSES ONLY
19-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
Performance is calculated using a combination of charts and tables in the
Aircraft Flight Manual (AFM) and the Aircraft Performance Manual.
20 FLIGHT PLANNING
AND PERFORMANCE
The takeoff and landing performance data is found
in Section V—Performance of the AFM.
Revision 2.2
FOR TRAINING PURPOSES ONLY
20-i
21 CREW RESOURCE
MANAGEMENT
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
CHAPTER 21
CREW RESOURCE MANAGEMENT
The information for this chapter is available in the Client Guide.
Revision 3.3
FOR TRAINING PURPOSES ONLY
21-i
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
WALKAROUND
WALKAROUND
The Walkaround has been replaced by the Caravan 208 G1000 Pictorial Preflight
and the Caravan EX Pictorial Preflight available electronically in FlightBag.
Revision 3.3
FOR TRAINING PURPOSES ONLY
WA-1
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
APPENDIX
ANSWERS TO QUESTIONS
CHAPTER 2
1. C
2. A
3. C
4. A
5. D
6. C
7. C
8. C
CHAPTER 3
1. A
2. C
3. B
4. B
5. D
CHAPTER 4
1. C
2. A
CHAPTER 5
1. C
2. A
3. C
4. B
5. D
6. D
7. A
CHAPTER 6
No
Questions
Apply
CHAPTER 7
1. B
2. D
3. C
4. A
5. A
6. A
Revision 3.2
7.
8.
9.
10.
11.
12.
D
D
B
B
B
C
CHAPTER 8
1. B
2. B
3. A
4. B
5. C
CHAPTER 9
No
Questions
Apply
CHAPTER 10
1. C
2. B
3. D
4. C
5. A
6. D
7. B
8. B
9. A
CHAPTER 11
1. D
2. A
3. A
4. C
CHAPTER 12
No
Questions
Apply
CHAPTER 13
No
Questions
Apply
CHAPTER 14
1. A
2. C
3. C
CHAPTER 15
1. B
2. C
3. C
4. B
CHAPTER 16
1. C
2. D
3. A
4. C
5. B
6. A
7. D
APPENDIX
CHAPTER 1
No
Questions
Apply
CHAPTER 17
1. A
CHAPTER 18
No
Questions
Apply
CHAPTER 19
No
Questions
Apply
CHAPTER 20
No
Questions
Apply
CHAPTER 21
No
Questions
Apply
FOR TRAINING PURPOSES ONLY
APP-1