CESSNA CARAVAN 208
GARMIN 1000
PILOT TRAINING MANUAL
FlightSafety International, Inc.
Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Pilot courses for the Cessna Caravan aircraft are taught at the following FlightSafety Learning
Center:
Wichita Cessna Learning Center
1851 Airport Road
Wichita, Kansas 67209
Phone: (316) 220-3100
Toll-Free: (800) 488-3214
Fax: (316) 220-3134
Copyright © 2008 by FlightSafety International, Inc.
All rights reserved.
Printed in the United States of America.
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Revision .....1.... November 2008
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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
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals. It
is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict
between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
F O R T R A I N I N G P U R P O S E S O N LY
CONTENTS
Chapter 1
AIRCRAFT GENERAL
Chapter 2
ELECTRICAL POWER SYSTEMS
Chapter 3
LIGHTING
Chapter 4
MASTER WARNING SYSTEM
Chapter 5
FUEL SYSTEM
Chapter 6
AUXILIARY POWER SYSTEM
Chapter 7
POWERPLANT
Chapter 8
FIRE PROTECTION
Chapter 9
PNEUMATICS
Chapter 10
ICE AND RAIN PROTECTION
Chapter 11
AIR CONDITIONING
Chapter 12
PRESSURIZATION
Chapter 13
HYDRAULIC POWER SYSTEM
Chapter 14
LANDING GEAR AND BRAKES
Chapter 15
FLIGHT CONTROLS
Chapter 16
AVIONICS
Chapter 17
MISCELLANEOUS SYSTEMS
Chapter 18
MANEUVERS AND PROCEDURES
Chapter 19
WEIGHT AND BALANCE
Chapter 20
FLIGHT PLANNING AND PERFORMANCE
Chapter 21
CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
Model Differences............................................................................................................ 1-2
STRUCTURES ........................................................................................................................ 1-2
Fuselage ........................................................................................................................... 1-2
Wings ............................................................................................................................... 1-2
Empennage....................................................................................................................... 1-2
AIRCRAFT SYSTEMS .......................................................................................................... 1-6
Alerts, Cautions, and Warnings ....................................................................................... 1-6
Electrical System ............................................................................................................. 1-6
Lighting System ............................................................................................................... 1-6
Fuel System...................................................................................................................... 1-6
Powerplant........................................................................................................................ 1-7
Ice and Rain Protection.................................................................................................... 1-7
Landing Gear and Brakes ................................................................................................ 1-7
Flight Controls ................................................................................................................. 1-7
Oxygen System ................................................................................................................ 1-8
LIMITATIONS ........................................................................................................................ 1-8
Windshield/Window Cleaning and Care.......................................................................... 1-8
Noise Characteristics ....................................................................................................... 1-8
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
1-1
Cessna Grand Caravan ............................................................................................. 1-2
1-2
Exterior Dimensions—208....................................................................................... 1-3
1-3
Exterior Dimensions—208B .................................................................................... 1-4
1-4
Minimum Turning Radii—208 ................................................................................ 1-5
TABLE
Table
1-1
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Title
Page
Windshield and Window Care.................................................................................. 1-9
FOR TRAINING PURPOSES ONLY
1-iii
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual describes the airframe and engine systems in the Cessna Caravan
208 G1000 aircraft. This manual does not supercede or substitute any of the manufacturer’s 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 Caravan 208 G1000 is a general-utility allmetal, high-wing, single-engine, tricycle landing gear aircraft. A composite cargo pod is
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available on all versions except for floatequipped aircraft (Figure 1-1).
FOR TRAINING PURPOSES ONLY
1-1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 1-1. Cessna Grand Caravan
MODEL DIFFERENCES
WINGS
The Cessna Caravan 208 G1000 is produced as
the 208 Caravan 675, 208B Grand Caravan, and
208B Super Cargomaster. The major differences are the presence or absence of passenger
windows and the length of the fuselage. Figures
1-2 and 1-3 illustrate the aircraft dimensions for
the various models. Figure 1-4 shows the minimum turning radii.
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.
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)
EMPENNAGE
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 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.
• Bulkhead
• Main landing gear attachment forgings
• Bulkhead with attaching plates at its
base for strut-to-fuselage attachment of
wing struts
1-2
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
14 FEET –
10 INCHES
MAX
CARGO VERSION
37 FEET – 7 INCHES
20 FEET – 6 INCHES
NOTE:
1. DIMENSIONS SHOWN ARE BASED ON
STANDARD EMPTY WEIGHT AND PROPER
INFLATION OF NOSE AND MAIN GEAR TIRES.
TAIL HEIGHT CAN INCREASE WITH OVERSIZE TIRES.
2. WING SPAN DIMENSION INCLUDES
STROBE LIGHTS.
3. MAXIMUM HEIGHT SHOWN WITH NOSE GEAR
DEPRESSED AS FAR AS POSSIBLE.
4. WHEEL BASE LENGTH IS 11 FEET – 7 1/2 INCHES.
5. WING AREA IS 279.4 SQUARE FEET.
6. MINIMUM TURNING RADIUS (*PIVOT POINT
TO OUTBOARD WINGTIP STROBE
LIGHT) IS 33 FEET – 8 INCHES.
PIVOT POINT
PIVOT POINT
52 FEET – 1 INCHES
7. HARTZELL PROPELLER GROUND CLEARANCE WITH
STANDARD TIRES AND NOSE GEAR FORK:
• NOSE TIRE DEFLATED AND NOSE GEAR BARREL
EXTENDED 4 1/2 INCHES: 19 INCHES (See POH)
• NOSE TIRE INFLATED AND NOSE STRUT FULLY
COMPRESSED: 12 INCHES.
PROPELLER GROUND CLEARANCE WITH
McCAULEY™ PROPELLER:
• NOSE TIRE INFLATED AND NOSE GEAR
EXTENDED 4 1/2 INCHES: 16 INCHES.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED 9 INCHES.
11 FEET –
8 INCHES
100 INCHES (HARTZELL)
106 INCHES (McCAULEY™)
Figure 1-2. Exterior Dimensions—208
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
15 FEET –
5 1/2 INCHES
MAX
PASSENGER
VERSION
41 FEET – 7 INCHES
CARGO VERSION
20 FEET – 6 INCHES
NOTE:
1. DIMENSIONS SHOWN ARE BASED ON
STANDARD EMPTY WEIGHT AND PROPER
INFLATION OF NOSE AND MAIN GEAR TIRES.
2. WING SPAN DIMENSION INCLUDES STROBE LIGHTS.
3. MAXIMUM HEIGHT SHOWN WITH NOSE GEAR
DEPRESSED AS FAR AS POSSIBLE.
4. WHEEL BASE LENGTH IS 13 FEET – 3 1/2 INCHES.
5. WING AREA IS 279.4 SQUARE FEET.
6. MINIMUM TURNING RADIUS (*PIVOT POINT TO
OUTBOARD WING TIP, STROBE LIGHT) IS
33 FEET – 8 INCHES.
CABIN SIDE WINDOWS
AND THE RIGHT
PASSENGER DOOR
ARE NOT INSTALLED ON
THE CARGO VERSION
PIVOT POINT
PIVOT POINT
7. HARTZELL PROPELLER GROUND CLEARANCE WITH
STANDARD TIRES AND NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR BARREL
EXTENDED 3 5/8 INCHES: 14 1/4 INCHES.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED: 5 1/2 INCHES.
HARTZELL PROPELLER GROUND CLEARANCE WITH
STANDARD TIRES AND EXTENDED NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR BARREL
EXTENDED 3 5/8 INCHES: 17 3/4 INCHES.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED: 8 7/8 INCHES.
8. MCCAULEY™ PROPELLER GROUND CLEARANCE –
STANDARD TIRES AND NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR
BARREL EXTENDED 3 5/8 INCHES: 11 1/4 INCHES.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED: 2 1/2 INCHES.
MCCAULEY™ PROPELLER GROUND CLEARANCE –
STANDARD TIRES, EXTENDED NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR
BARREL EXTENDED 3 5/8 INCHES: 14 3/4 INCHES.
• NOSE TIRE DEFLATED AND STRUT FULLY
COMPRESSED: 5 7/8 INCHES.
52 FEET – 1 INCHES
11 FEET –
8 INCHES
100 INCHES (HARTZELL)
106 INCHES (MCAULEY™)
Figure 1-3. Exterior Dimensions—208B
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
67 FEET 3.6 INCHES (WITH STROBE LIGHTS)
33 FEET 6.5 INCHES
(WITH STROBE LIGHTS)
12 FEET 9.7 INCHES
11 FEET
7.0 INCHES
NOTE:
MINIMUM TURNING RADIUS WITH BRAKE
LOCKED, FULL RUDDER, AND POWER
Figure 1-4. Minimum Turning Radii—208
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
AIRCRAFT SYSTEMS
• Two strobe lights
• Flashing beacon
This section describes the following aircraft
systems:
• Crew alerting system (CAS) messages
• Electrical system
• Two underwing courtesy lights
• Ice detection light
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.
• Lighting system
• Fuel system
• Powerplant
• Ice and rain protection
• Landing gear and brakes
• Flight controls
• Oxygen system
Each system is described in detail in its respective chapter in this training manual.
ALERTS, CAUTIONS, AND
WARNINGS
Alerts, cautions, and warnings are indicated
through CAS messages 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.
DC power is routed through a power distribution bus, a battery bus, an avionics bus, and a
standby alternator bus. CAS messages indicate
emergency and abnormal conditions.
A single postlight on the overhead panel illuminates both flap switches. A recessed light illuminates the oxygen gauge. Integral lights and
floodlights illuminate the instrument panel The
integral lights illuminate the high frequency
(HF), automatic direction finder (ADF) standby,
and radio instruments internally. Note that the
G1000 provides its own illumination of the control switches and labels.
FUEL SYSTEM
The aircraft fuel system includes:
• Two vented, integral fuel tanks with
shutoff valves
• Fuel-selectors-off warning system
• Fuel reservoir
• Ejector fuel pump
• Electric auxiliary boost pump
• Reservoir manifold assembly
• Firewall shutoff valve
• Fuel filter
• Oil-to-fuel heater
• Engine-driven fuel pump
• Fuel control unit
LIGHTING SYSTEM
• Flow divider
Exterior lighting includes:
• Dual manifolds
• Three navigation lights
• Fourteen fuel nozzle assemblies
• Two landing lights
• Fuel can and drain
• Two taxi recognition lights
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
POWERPLANT
A Pratt and Whitney of Canada, Ltd. PT6A114A 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 675 hp.
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,
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constant volume metering pumps supply fluid
to the panels and propeller.
Single and combined pump operation and
timed pumping provide a range of flow rates
for different icing conditions. An 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
spring-steel drag link
Each main gear wheel has a hydraulically actuated single-disc brake on the inboard side of
each wheel.
FLIGHT CONTROLS
The flight control system includes:
• Conventional aileron, elevator, and rudder control surfaces
• A pair of spoilers above the outboard
ends of the flaps
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
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
OXYGEN SYSTEM
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.
Pa s s e n g e r m o d e l s o f t h e a i r c r a f t h ave a
116.95-cubic foot oxygen bottle and 8 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.
The oxygen system includes an oxygen cylinder, oxygen outlets and masks, and an oxygen
pressure gauge.
can demonstrate concern for environmental
improvement by application of the following
suggested procedures, and thereby prevent
undue criticism of aviation by the public:
• Pilots operating aircraft under visual flight
rules (VFR) over outdoor assemblies of
persons, recreational and park areas, and
other noise-sensitive areas must make
every effort to fly not less than 2,000 feet
above the surface, weather permitting,
even though flight at a lower level can be
consistent with the provisions of government regulations.
• During departure from or approach to an
airport, climb after takeoff and descent
for landing must be made so as to avoid
prolonged flight at low altitude near
noise-sensitive areas.
LIMITATIONS
NOTE
WINDSHIELD/WINDOW
CLEANING AND CARE
The windshield and windows are constructed
of cast acrylic. The surface hardness of acrylic
is approximately equal to that of copper or
brass. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated. Canvas covers can scratch the plastic
surface. When cleaning and waxing the windshield and windows, use only the materials and
methods listed in Table 1-1.
Do not use any of the following on windshields
and windows:
The above procedures do not apply
where they conflict with Air Traffic
Control clearances or instructions, or
where, in the judgement of the pilot,
an altitude of less than 2,000 feet is
necessary for the pilot to adequately
see and avoid other traffic.
The certificated noise level for the Model
208B at 8,750 pounds maximum weight is
75.2 dB(A). No determination has been made
by the Federal Aviation Administration that the
noise levels of this aircraft are or should be acceptable or unacceptable for operation at, into,
or out of any airport.
• Methanol
• Denatured alcohol
• Gasoline
• Benzene
NOISE CHARACTERISTICS
Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the
effect of aircraft noise on the public. Pilots
1-8
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 1-1. WINDSHIELD AND WINDOW CARE
DESCRIPTION
MANUFACTURER
USE
Mild soap or detergent (hand dishwashing
type without abrasives)
Commercially available
Cleaning windshields and windows
Aliphatic naphtha type II conforming to
federal specifications TT-N-95
Commerically available
Removing deposits that cannot be
removed with mild soap solution on
acrylic windshields and windows
Polishing wax:*
• Turtle Wax®
(paste)
Turtle Wax®, Inc.
Chicago, IL 60638
• Great Reflections
Paste wax
E.I. duPont de Nemours
and Co., Inc.
Wilmington, DE 19898
• Slipstream Wax
(paste)
Classic Chemical
Grand Prairie, TX 76050
Acrylic polish conforming to Federal
Specification P-P-560, such as:
• Permatex® Plastic
Cleaner, No. 403D
Waxing acrylic windshields and
windows
Cleaning and polishing acrylic
windshields and windows
Permatex® Company, Inc.
Kansas City, KS 66115
• Mirror Glaze®
MGH-17
Mirror Bright Polish Co.
Pasadena, CA
Soft cloth, such as cotton flannel or cotton
terry cloth material
Commercially available
Applying and removing wax and
polish
*Waxes shown are the only polishing waxes tested and approved for use by Cessna Aircraft Company.
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
ELECTRICAL SYSTEM ........................................................................................................ 2-3
Description ....................................................................................................................... 2-3
Components ..................................................................................................................... 2-3
Controls and Indications .................................................................................................. 2-5
Operation ....................................................................................................................... 2-10
Limitations ..................................................................................................................... 2-16
Emergency/Abnormal .................................................................................................... 2-16
QUESTIONS ......................................................................................................................... 2-17
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ILLUSTRATIONS
Figure
Title
Page
2-1
Electrical System...................................................................................................... 2-2
2-2
Lead-Acid Battery .................................................................................................... 2-3
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........................................................................... 2-7
2-7
CB Panels ................................................................................................................. 2-8
2-8
Electrical System—Battery Start Below 46% Ng .................................................... 2-9
2-9
Electrical System—BATTERY Switch ON........................................................... 2-11
2-10
Electrical System—Battery Start Above 46% Ng.................................................. 2-12
2-11
Electrical System—External Power Start Below 46% Ng..................................... 2-13
2-12
Electrical System—External Power Start Above 46% Ng..................................... 2-14
2-13
Electrical System—Generator On, Battery Charging............................................ 2-15
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 2
ELECTRICAL POWER SYSTEMS
INTRODUCTION
This chapter describes the electrical system and standby electrical system in the Cessna
Caravan 208 G1000 aircraft.
GENERAL
The aircraft has a 28 VDC electrical system. The
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 0
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. Figure 2-1 shows
a schematic depiction of the electrical system.
FOR TRAINING PURPOSES ONLY
2-1
2-2
ALTERNATOR
STARTER-GENERATOR
GENERATOR
CONTACTOR
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
FOR TRAINING PURPOSES ONLY
NO. 1
BUS
INTERNAL
START
CONTACTOR
EXTERNAL
START
CONTACTOR
ALTERNATOR
BUS
GROUND
POWER
MONITOR
EXTERNAL
POWER
NO. 2
BUS
EXTERNAL
POWER
CONTACTOR
BATTERY
CONTACTOR
BATT
SHUNT
NO. 1
BATTERY
POWER
DISTRIBUTION
BUS
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BATTERY BUS
ALTERNATOR
CONTACTOR
NO. 2
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
GENERATOR
CONTROL
UNIT
ALT
SHUNT
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ELECTRICAL SYSTEM
A standby electrical system is available as a
power source if the main generator system
malfunctions (see Figure 2-1).
DESCRIPTION
The aircraft has a 28 VDC electrical system. The
system uses a 24 volt battery as a source of
electrical energy and a dual purpose startergenerator, which acts as a motor during engine
start and as a generator after engine start.
When operating as a generator, the startergenerator 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.
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 switch is ON. All DC buses are powered on when the BATTERY switch and the two
AVIONICS switches are ON.
COMPONENTS
Lead-Acid Battery
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 battery is in its own manifold case (Figure
2-2). 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
BOX PIVOT
POWER CABLE LATCH
RELEASE LATCH
BATTERY VENT LINE
POWER CABLE
FIREWALL
Figure 2-2. Lead-Acid Battery
Revision 0
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
also serves as a drain for any acid condensate
produced during system charging.
WARNING
Battery acid is very corrosive and
hydrogen gas is highly explosive.
Take measures to protect personnel
and the aircraft when handling the
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-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.
Starter-Generator
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 (Figure 2-3). 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.
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.
2-4
Figure 2-3. Starter-Generator
Ground Service Plug
Receptacle
A ground service plug receptacle (Figure 2-4)
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 (see Figure 2-1).
Figure 2-4. Ground Service Receptacle
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
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
• Two switches on the left sidewall switch
p a n e l – AV I O N I C S S T B Y P W R a n d
AVIONICS BUS TIE
CONTROLS AND INDICATIONS
The main controls of the electrical system are
on the left sidewall switch panel (Figure 2-5)
and include controls for:
• External power
• Battery
• Generator
• Fuel boost
• Standby power
• Ignition
• Starter
• Avionics
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Figure 2-5. Left Sidewall Switch Panel
EXTERNAL POWER Switch
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 (Figure 2-5). In the
STARTER position, no generator power is
available.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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 (see Figure 2-5). The ON position
supplies battery power to the two general
buses. The OFF position deactivates power to
all buses except the battery bus.
AVIONICS STBY PWR Switch
The guarded, two-position AVIONICS STBY
PWR switch is used to control the standby
electrical system (see Figure 2-5).
AVIONICS BUS TIE Switch
GENERATOR Switch
The GENERATOR switch is a three-position
switch, spring-loaded to the center ON position
(see Figure 2-5). The switch can be pressed to
the RESET or TRIP positions.
IGNITION Switch
The IGNITION toggle switch has two-positions: ON and NORM (see Figure 2-5).
STARTER Switch
The three-position STARTER switch has
OFF, START, and MOTOR positions (see
Figure 2-5)
The OFF position deenergizes the ignition
system. The START position energizes the ignition system automatically when the ignition switch is positioned to NORMAL. Once
the engine reaches a self-sustaining speed,
the STARTER switch must be manually positioned to OFF for generator operation.
The MOTOR position motors the engine without the ignition circuit energized, and is used
for motoring the engine when an engine start
is not desired. Motoring the engine eliminates
unburned fuel from the engine after an aborted
start and reduces residual high interstage turbine temperature (ITT) after a hot start.
2-6
The STARTER switch is spring-loaded to the
OFF position. An interlock between the MOTOR
position of the STARTER switch and the IGNITION switch prevents the starter from motoring
unless the IGNITION switch is positioned to
NORM. The interlock prevents unintentional
motoring of the engine when the IGNITION
switch is positioned to ON.
The AVIONICS BUS TIE switch is a two-position switch, guarded in the OFF position
(see Figure 2-5). Lifting the 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.
The ON position restores power to the failed
bus. Operating without both bus feeder circuits requires an avionics load reduction,
depending on the equipment n 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.
VOLTAGE AND AMPERAGE
Indications
Electrical system information is indicated on
the multifunction flight display (MFD) (nonreversionary mode). Battery current (BAT
AMPS) and bus voltage (BUS VOLTS) are indicated on the default EIS–ENGINE page
(Figure 2-6).
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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
(Figure 2-7).
WARNING
Ensure that all circuit breakers are
pushed in before all flights. Never
operate with tripped circuit breakers
without thorough knowledge of the
consequences.
Crew Alerting System
Messages
Electrical system monitoring is provided by
the following crew alerting system (CAS)
messages.
VOLTAGE LOW
A red VOLTAGE LOW CAS message appears
when the electrical bus voltage is below 24.5
volts, and the battery is supplying power.
VOLTAGE HIGH
Figure 2-6. Voltage and Amperage
Indications
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.
Revision 0
A red VOLTAGE HIGH CAS message appears
when electrical system bus voltage is greater
than 32.0 volts.
GENERATOR OFF
Under high voltage or reverse current conditions,
the generator automatically disconnects from the
buses. The GCU controls the generator contactor, which connects generator output to the
power distribution bus. If a GCU function deenergizes the generator contactor, then an amber
GENERATOR OFF CAS message appears.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LEFT SIDEWALL SWITCH PANEL
CIRCUIT BREAKER PANEL
Figure 2-7. CB Panels
STBY PWR INOP
ALTNR AMPS
An amber STBY PWR INOP CAS message
(Figure 2-8)appears when electrical power is
unavailable from the standby alternator.
An amber ALTNR AMPS CAS message appears if the alternator amperage exceeds normal operating ranges.
When the system uses the standby electrical
system, the maximum electrical load is 75
amps from sea level to 21,000 feet. To ensure
adequate alternator cooling at high altitude,
reduce the maximum electrical load 5 amps
per 1,000 feet above 21,000 feet up to the
maximum operating altitude.
IGNITION ON
Two STBY PWR circuit breakers limit power
to the two main buses to 40 amps per bus.
A white IGNITION ON CAS message (see
Figure 2-8) appears when electrical power is
being supplied to the engine ignition system.
STBY PWR ON
A white STBY PWR ON CAS message appears when the standby alternator is generating electrical power.
STARTER ON
An amber STARTER ON CAS message appears
when the starter is in starter mode (see Figure
2-8).
2-8
FOR TRAINING PURPOSES ONLY
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ALTERNATOR
STARTER−GENERATOR
GENERATOR
CONTACTOR
GENERATOR
CONTROL
UNIT
ALT
SHUNT
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
FOR TRAINING PURPOSES ONLY
EXTERNAL
START
CONTACTOR
ALTERNATOR
BUS
GROUND
POWER
MONITOR
EXTERNAL
POWER
NO. 2
BUS
EXTERNAL
POWER
CONTACTOR
BATT
SHUNT
NO. 1
BATTERY
POWER
DISTRIBUTION
BUS
BATTERY BUS
NO. 2
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NO. 1
BUS
INTERNAL
START
CONTACTOR
BATTERY
CONTACTOR
ALTERNATOR
CONTACTOR
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
OPERATION
the generator online because the STARTER
switch is still positioned at START.
Preflight
During the preflight internal inspection, position all switches to OFF and push in all circuit breakers. Position the radar to OFF. If
the aircraft has an air conditioner, position
the air conditioner controls to OFF. If the aircraft has an inverter switch, position it to OFF.
Two deck skin fans cool the avionics system
during operation. To check deck skin fans,
position the BATTERY switch to ON. Position
the AVIONICS No. 1 switch to ON, verify
that fan operation is audible, and then position
the AVIONICS No. 1 switch to OFF.
With the BATTERY switch ON, repeat the
same procedure with the AVIONICS No. 2
switch. When finished, position 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 2-9).
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 external power is applied to the aircraft,
the configuration is different than when internal power is applied to the aircraft. Figure 2-11
shows the circuit with external power connected
correctly—STARTER switch positioned to
START, EXTERNAL POWER switch positioned
to STARTER, and N g below 46%.
The difference between an external power start
and a battery start below 46% N g is that the
starter obtains power from the external start
contactor instead of the internal start contactor.
During an external power start, when N g exceeds 46%, the sequence and configuration
are similar to those of a battery start above 46%
(Figure 2-12). The difference is the GCU opens
the external start contactor instead of the internal start contactor when the speed sensor
signal exceeds 46% N g .
After the engine starts and N g reaches at least
52%, 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 (Figure 2-13). 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 message.
Figure 2-8 shows the electrical system when
the BATTERY switch is ON, the STARTER
switch is at START, and the EXTERNAL
POWER switch is OFF, with N g below 46%.
Verify that the STARTER ON CAS message
disappears, and then check the engine
indications.
When these conditions are met, the GCU signals the internal starter contactor to close and
applies power to the starter.
Position the EXTERNAL POWER switch to
OFF, and then turn off and disengage the external power unit.
When the speed sensor in the starter-generator
detects speed greater than 46% Ng, it signals the
GCU to open the internal start contactor (Figure
2-10). When the contactor opens, power is removed from the starter. The GCU does not bring
Check the GEN (generator) load on the engine
indications, and verify that the GENERATOR
OFF CAS message disappears and the BAT
AMPS are charging.
2-10
FOR TRAINING PURPOSES ONLY
Revision 0
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STARTER–GENERATOR
ALTERNATOR
GENERATOR
CONTACTOR
ALT
SHUNT
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
GENERATOR
CONTROL
UNIT
ALTERNATOR
CONTACTOR
STANDBY
ALTERNATOR
POWER
SWITCH
FOR TRAINING PURPOSES ONLY
EXTERNAL
START
CONTACTOR
ALTERNATOR
BUS
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 ANTICYCLE SWITCH
POWER
DISTRIBUTION
BUS
NO. 2
BATTERY BUS
LEGEND
BATTERY POWER
GROUND
2-11
Figure 2-9. Electrical System—BATTERY Switch ON
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NO. 1
BUS
INTERNAL
START
CONTACTOR
2-12
STARTER–GENERATOR
ALTERNATOR
GENERATOR
CONTACTOR
GENERATOR
CONTROL
UNIT
ALT
SHUNT
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
FOR TRAINING PURPOSES ONLY
EXTERNAL
START
CONTACTOR
ALTERNATOR
BUS
GROUND
POWER
MONITOR
EXTERNAL
POWER
NO. 2
BUS
EXTERNAL
POWER
CONTACTOR
BATT
SHUNT
NO. 1
BATTERY
POWER
DISTRIBUTION
BUS
BATTERY BUS
NO. 2
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NO. 1
BUS
INTERNAL
START
CONTACTOR
BATTERY
CONTACTOR
ALTERNATOR
CONTACTOR
Revision 0
ALTERNATOR
STARTER–GENERATOR
GENERATOR
CONTACTOR
ALT
SHUNT
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
GENERATOR
CONTROL
UNIT
ALTERNATOR
CONTACTOR
STANDBY
ALTERNATOR
POWER
SWITCH
FOR TRAINING PURPOSES ONLY
EXTERNAL
START
CONTACTOR
ALTERNATOR
BUS
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 ANTICYCLE SWITCH
POWER
DISTRIBUTION
BUS
NO. 2
BATTERY BUS
LEGEND
BATTERY POWER
EXTERNAL POWER
2-13
Figure 2-11. Electrical System—External Power Start Below 46% Ng
GROUND
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NO. 1
BUS
INTERNAL
START
CONTACTOR
2-14
ALTERNATOR
STARTER–GENERATOR
GENERATOR
CONTACTOR
ALT
SHUNT
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
GENERATOR
CONTROL
UNIT
ALTERNATOR
CONTACTOR
STANDBY
ALTERNATOR
POWER
SWITCH
FOR TRAINING PURPOSES ONLY
EXTERNAL
START
CONTACTOR
ALTERNATOR
BUS
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 ANTICYCLE SWITCH
POWER
DISTRIBUTION
BUS
NO. 2
BATTERY BUS
LEGEND
BATTERY POWER
Revision 0
EXTERNAL POWER
Figure 2-12. Electrical System—External Power Start Above 46% Ng
GROUND
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NO. 1
BUS
INTERNAL
START
CONTACTOR
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ALTERNATOR
STARTER–GENERATOR
GENERATOR
CONTACTOR
ALT
SHUNT
GEN
SHUNT
ALTERNATOR
CONTROL UNIT
EXTERNAL
POWER
SWITCH
GENERATOR
CONTROL
UNIT
ALTERNATOR
CONTACTOR
STANDBY
ALTERNATOR
POWER
SWITCH
FOR TRAINING PURPOSES ONLY
EXTERNAL
START
CONTACTOR
ALTERNATOR
BUS
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 ANTICYCLE SWITCH
POWER
DISTRIBUTION
BUS
NO. 2
BATTERY BUS
LEGEND
GENERATOR OUTPUT
GROUND
2-15
Figure 2-13. Electrical System—Generator On, Battery Charging
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NO. 1
BUS
INTERNAL
START
CONTACTOR
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Position the FUEL BOOST switch to NORM,
and then verify that the FUEL BOOST ON
CAS message 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.
EMERGENCY/ABNORMAL
For specific information on emergency/abnormal procedures, refer to the POH/AFM.
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 ALT.
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 to prevent connecting the standby power
system to a possible fault in the primary power
system when operating on standby power. All
main electrical components on current aircraft remain the same.
If a fault in the primary power relay box occurs, isolate the primary power supply system.
(Pull the six, 30 amp bus feeder circuit breake r s , a n d t h e n t u r n o f f b o t h AV I O N I C S
switches.) Power the avionics by turning on
both the AVIONICS STBY PWR and AVIONICS BUS TIE switches.
LIMITATIONS
For limitations of this aircraft, refer to the
Pilot’s Operating Handbook and FAA-approved Airplane Flight Manual (POH/AFM).
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CESSNA CARAVAN 208 GARMIN 1000 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. 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
4. The ground power monitor:
A. Protects the electrical system
B. Controls the external generator
C. S e n s e s o p e r a t i o n o f t h e s t a r t e rgenerator
D. Regulates generator output
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
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. E x t e r n a l p ow e r i s a p p l i e d t o t h e
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. I s a c t u a t e d b y t h e g r o u n d p ow e r
monitor
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
Revision 0
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
EXTERIOR LIGHTING ......................................................................................................... 3-2
Description ....................................................................................................................... 3-2
Components ..................................................................................................................... 3-2
Controls and Indications .................................................................................................. 3-3
Operation.......................................................................................................................... 3-4
INTERIOR LIGHTING .......................................................................................................... 3-4
Description ....................................................................................................................... 3-4
Controls and Indications .................................................................................................. 3-5
Operation.......................................................................................................................... 3-6
QUESTIONS ........................................................................................................................... 3-7
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FOR TRAINING PURPOSES ONLY
3-i
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
3-1
Navigation and Strobe Lights................................................................................... 3-2
3-2
Landing and Taxi/Recognition Lights...................................................................... 3-2
3-3
Flashing Beacon ....................................................................................................... 3-3
3-4
Wing Inspection Light.............................................................................................. 3-3
3-5
Courtesy Lights ........................................................................................................ 3-3
3-6
LIGHTS Control Panel ............................................................................................ 3-4
3-7
Interior Lighting Control Knobs .............................................................................. 3-5
3-8
Postlight Replacement.............................................................................................. 3-6
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 3
LIGHTING
INTRODUCTION
This chapter describes the exterior and interior lighting systems on the Caravan 208 G1000.
GENERAL
Exterior lighting on the aircraft includes navigation lights, landing lights, taxi/recognition
lights, strobe lights, ice detection light, courtesy lights, and a flashing beacon light.
Revision 1
Interior lighting includes instrument lighting
and cabin lighting.
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CESSNA CARAVAN 208 GARMIN 1000 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 and
one on the tail cone
• Landing lights on each wing
• Taxi-recognition lights on each wing
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.
• Strobe lights on each wing
• Flashing beacon on top of the tail
• Wing inspection light on the leading
edge of the left wing
• Courtesy lights under each wing
COMPONENTS
Navigation and Strobe Lights
Conventional navigation lights are on the
wingtips and tail cone stinger (Figure 3-1). The
lights are protected by the NAV LIGHT circuit
breaker on the CB panel.
Figure 3-2. Landing and Taxi/Recognition
Lights
A strobe light with a remote power supply is
on each wingtip (Figure 3-1). The lights enhance anticollision protection and are required
Using 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.
NAV
STROBE
NOTE
A taxi/recognition light is inboard of each
landing light in the leading edge of each wing
(Figure 3-2). The lights illuminate the area forward of the aircraft during ground 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.
Figure 3-1. Navigation and Strobe Lights
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
Flashing Beacon Light
A red flashing beacon light, visible for 360°,
is on top of the vertical fin for additional anticollision protection in flight and for recognition on the ground (Figure 3-3). The light is
protected by the BEACON LIGHT circuit
breaker on the CB panel.
Figure 3-4. Wing Inspection Light
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 3-3. Flashing Beacon
WARNING
Figure 3-5. Courtesy Lights
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.
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.
Wing Inspection Lights
A wing inspection light pointing to the leading edge of the left wing provides illumination
for ice detection on the wings (Figure 3-4).
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
light. The switch is spring-loaded to the off position and must be held in the ON position to
illuminate the wing inspection light.
OPERATION
Refer to the Pilot’s Operating Handbook
and Airplane Flight Manual (POH/AFM) for
more information on the exterior lighting.
INTERIOR LIGHTING
DESCRIPTION
Instrument and control panel lighting is 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.
Figure 3-6. LIGHTS Control 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.
• TAXI/RECOG switch—Controls the
taxi/recognition lights during ground
operation.
• Instrument panel
• Pedestal
• Overhead panel
• Left sidewall panel
• LED panels
• Avionics displays
• Internally lighted instruments
• NAV switch—Controls the wingtip and
tail cone navigation lights.
The interior lighting is protected by the
AVN/FLOOD LIGHT and INST LIGHT 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.
• BCN switch—Controls the beacon light
on top of the vertical stabilizer.
Postlight
• RIGHT LDG switch—Controls the right
landing light.
• STROBE switch—Controls the wingtip
strobe lights.
WING LIGHT Switch
The two-position WING LIGHT switch on the
ANTI-ICE switch panel controls the wing
3-4
The controls vary the brightness of the following panels:
A single postlight on the overhead panel illuminates both flap switches. A recessed light
illuminates the oxygen gauge.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Electroluminescent Lighting
CONTROLS AND INDICATIONS
Electroluminescent lights (EL) and floodlights illuminate the instrument panel. The
EL lights illuminate the HF, automatic direction finder (ADF) standby, and radio instruments internally.
CABIN Switch
Floodlights
Floodlights illuminate the left sidewall panel,
the right sidewall panel, and CB panel. The
center light illuminates the control pedestal.
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.
A map light is on the bottom of the control
wheel for checking maps and other flight data
during night operations.
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
i s p r o t e c t e d b y t h e C A B I N LT S c i r c u i t
breaker.The light circuit requires no power
from the main electrical bus for operation.
Cabin Lights
NO SMOKE Switch
Four cabin lights are in the center forward
cabin on the ceiling. The lights illuminate the
passenger boarding areas and the cargo loading areas.
The NO SMOKE toggle switch on the
LIGHTS control panel (see Figure 3-6) illuminates and extinguishes the NO SMOKING light.
Passenger Reading Lights
The controls are used to vary the intensity of
the instrument panel, left sidewall CB panel,
pedestal, and overhead panel lighting.
Map Light
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
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.
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.
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.
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Figure 3-7. Interior Lighting Control Knobs
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
STANDBY IND
OPERATION
The STANDBY IND knob (Figure 3-7) 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.
Bulb Replacement During
Flight
SW/CB Panels
The SW/CB PANELS knob varies the intensity of backlit panels (see Figure 3-7). 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.
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.
Postlight
To replace the postlight bulb, grasp the lens
cap, and pull the bulb straight out of the socket
(Figure 3-8). Pull the bulb from the cap and
replace it with an MS25237-327 bulb. Replace
the cap in the socket, and then rotate it to direct the light in the desired direction.
CB/PED/OVHD Control Knob
The CB/PED/OVHD knob (see Figure 3-7)
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.
FLOOD Control Knobs
The LEFT FLOOD knob (see Figure 3-7)
varies the brightness of the left overhead panel
floodlight. The RIGHT FLOOD knob varies
the brightness of the right overhead panel
floodlight. Rotating the knob clockwise increases brightness; rotating the knob counterclockwise decreases brightness.
Figure 3-8. Postlight Replacement
Control Wheel Map Light
A control wheel map light is on the bottom of
each control wheel. The map lights illuminate 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.
3-6
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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 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
4. The courtesy lights are controlled by the:
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
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
CONTROLS AND INDICATIONS ........................................................................................ 4-2
CAS Messages ................................................................................................................. 4-2
OPERATION ........................................................................................................................... 4-2
QUESTIONS ........................................................................................................................... 4-5
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
TABLE
Title
4-1
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Page
CAS Message Indications ........................................................................................ 4-3
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system on the Cessna Caravan 208 G1000 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
alerting system (CAS) messages in red, amber,
and white to indicate system conditions and
malfunctions.
Revision 0
An alerts window can be displayed below the
annunciation window. The alerts window displays 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).
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CONTROLS AND
INDICATIONS
CAS MESSAGES
Table 4-1 describes each CAS message, its
color, and the cause for its appearance.
OPERATION
When the annunciation window is displayed,
the flight management system (FMS) knob
can be used to scroll through the messages. A
white horizontal line separates acknowledged
annunciations from those that are not yet acknowledged.
Pressing the ALERTS softkey displays the
ALERTS window. The FMS knob can then be
used to scroll through the alert messages.
Pressing the ALERTS softkey a second time
closes the ALERTS window.
Selecting the flashing softkey acknowledges
the alert, and the softkey returns to the alerts.
If alerts are still present the ALERTS label
appears in white with black text.
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
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 4-1. CAS MESSAGES INDICATIONS
CAS MESSAGE
OIL PRESS LOW
VOLTAGE LOW
VOLTAGE HIGH
ENGINE FIRE
RSVR FUEL LOW
BATTERY OVHT
EMERG PWR LVR
A-ICE PRESS LOW
FUEL SELECT OFF
GENERATOR OVHT
BETA
BATTERY HOT
GENERATOR OFF
DOOR UNLATCHED
L FUEL LOW
R FUEL LOW
L-R FUEL LOW
FUEL BOOST ON
STBY PWR INOP
ALTNR OVHT
A-ICE FLUID LO
PROP DI-ICE
FUEL PRESS LOW
STARTER ON
CHIP DETECT
A-ICE PRESS HI
L P/S HEAT
R P/S HEAT
L-R P/S HEAT
STALL HEAT
GENERATOR AMPS
ALTNR AMPS
ETM EXCEED
ETM EXCEED
PREV EXCEED
ETM CAPTURE
IGNITION ON
A-ICE NORM
A-ICE HIGH
SPD NOT AVAIL
ETM FAULT
PFD1 FAN FAIL
PDF2 FAN FAIL
MFD FAN FAIL
STBY PWR ON
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ALERTS WINDOW MESSAGE
Engine oil pressure is low.
Bus voltage is low.
Bus voltage is high.
Excessive temperature or fire in engine compartment.
Fuel starvation imminent.
Battery temperature is critically high.
Emergency power lever is not normal.
Anti-ice system pressure is low.
One or both fuel tank selectors are off.
Generator temperature is critically high.
Propeller is operating in beta mode.
Battery temperature is high.
Generator is not connected to the aircraft bus.
Upper cargo/aft passenger door not latched.
Left fuel tank is low.
Right fuel tank is low.
Both fuel tanks are low.
Auxiliary fuel pump is operating.
Standby alternator is inoperative.
Standby alternator temperature is critically high.
Anti-ice system fluid level is low.
Propeller heater is inoperative.
Fuel pressure is low.
Starter-generator is in starter mode.
Metal chips detected in oil.
Anti-ice system pressure is high.
Left pitot/static heater is inoperative.
Right pitot/static heater is inoperative.
Both pitot/static heaters are inoperative.
Stall vane heater is inoperative.
Check generator current.
Check alternator current.
Engine Trend Monitor has detected an exceedance.
Engine Trend Monitor has detected an event.
Engine Trend Monitor shows a previous exceedance.
Engine Trend Monitor is logging trend data.
Engine ignition is active.
Anti-ice system is operating in normal mode.
Anti-ice system is operating in high mode.
“SPD” key pressed on Autopilot Mode Control panel.
OPTIONAL
AUDIO ALERT
X
REPEATING
CHIME
X
X
X
X
SINGLE
CHIME
X
X
X
NONE
Standby alternator is on.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
INTENTIONALLY LEFT BLANK
4-4
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CESSNA CARAVAN 208 GARMIN 1000 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
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
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL............................................................................................................................... 5-1
DESCRIPTION ....................................................................................................................... 5-3
COMPONENTS ...................................................................................................................... 5-3
Drain Valves ..................................................................................................................... 5-3
Fuel Pumps....................................................................................................................... 5-4
Fuel Filter......................................................................................................................... 5-4
CONTROLS AND INDICATIONS ........................................................................................ 5-4
FUEL TANK SELECTORS Lever.......................................................................................... 5-4
FUEL SHUTOFF PULL OFF Knob ....................................................................................... 5-4
FUEL BOOST Switch ............................................................................................................. 5-4
Audio Alerts ..................................................................................................................... 5-5
Fuel Filter Bypass Flag .................................................................................................... 5-5
Fuel Flow Indication ........................................................................................................ 5-5
Fuel Quantity Indication .................................................................................................. 5-5
CAS Messages ................................................................................................................. 5-6
OPERATION ........................................................................................................................... 5-6
Preflight............................................................................................................................ 5-6
LIMITATIONS ........................................................................................................................ 5-7
Fuel Quantity Indications................................................................................................. 5-7
Approved Fuel Grades (Specifications)........................................................................... 5-7
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
EMERGENCY/ABNORMAL ................................................................................................ 5-9
Fuel Tank Selection OFF During Engine Start................................................................ 5-9
Fuel System Failure or Fuel Flow Interruption .............................................................. 5-9
QUESTIONS ......................................................................................................................... 5-11
5-ii
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
5-1
Fuel System .............................................................................................................. 5-2
5-2
Fuel Filter Bypass Flag ............................................................................................ 5-3
5-3
FUEL TANK SELECTORS Levers ......................................................................... 5-4
5-4
FUEL SHUTOFF PULL OFF Knob........................................................................ 5-4
5-5
FUEL BOOST Switch.............................................................................................. 5-5
5-6
Fuel Flow and Quantity Indicators........................................................................... 5-6
TABLES
Table
Title
Page
5-1
Approved Fuel Grades ............................................................................................. 5-7
5-2
Fuel Capacities ......................................................................................................... 5-8
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents information on the fuel system of the Cessna Caravan 208 G1000.
A single integral fuel tank in each wing stores fuel. The fuel distribution system provides fuel to the engine from either or both tanks. Warnings and indications are provided
for safety.
GENERAL
The aircraft fuel system includes two vented,
integral fuel tanks with shutoff valves, a fuelselector-off warning system, a fuel reservoir,
an ejector fuel pump, an electric auxiliary
boost pump, a reservoir manifold assembly, a
Revision 0
firewall shutoff valve, a fuel filter, an oil-tofuel heater, an engine-driven fuel pump, a fuel
control unit, a flow divider, dual manifolds,
and 14 fuel nozzle assemblies (Figure 5-1).
FOR TRAINING PURPOSES ONLY
5-1
5-2
FUEL
MANIFOLD
FLOW
DIVIDER/
FUEL CAN DUMP VALVE
AND DRAIN
FUEL FLOW
TRANSDUCER
FUEL
CONTROL
UNIT
FOR TRAINING PURPOSES ONLY
FUEL FILTER
BYPASS
INDICATOR
ENGINE DRIVEN
FUEL PUMP
FUEL
HEATER
LEGEND
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
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
RIGHT FUEL TANK
LEFT FUEL TANK
FUEL LOW
SWITCH
FUEL SWITCH
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
FUEL DRAINS
FUEL LOW
SWITCH
SHUTOFF
VALVES
Revision 1
Figure 5-1. Fuel System
FUEL DRAINS
VENT WITH
FLOAT VALVE
AND PRESSURE
RELIEF VALVE
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
VENT
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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 Airplane Flight Manual
(POH/AFM) can further reduce the
amount of fuel available in flight.
DESCRIPTION
Fuel flows from the tanks through the two fuel
tank shutoff valves at each tank. Fuel flows by
gravity from the shutoff valves in each tank to
the fuel reservoir. The 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 quantity situations, especially during in-flight
maneuvering.
Reservoir fuel is pumped by the ejector pump
or by the electric auxiliary boost pump to the
reservoir manifold. The ejector pump, which is
driven by motive fuel flow from the fuel control unit, normally provides fuel flow during engine operation. If the ejector pump fails, then
the electric pump starts automatically, thereby
supplying fuel to the engine-driven pump.
The boost pump supplies fuel flow during
starting. Fuel in the reservoir manifold flows
through a fuel shutoff valve on the aft side of
the firewall. The shutoff valve allows the pilot
to stop all fuel flow to the engine.
After passing through the shutoff valve, fuel is
routed through a fuel filter on the front side of
the firewall. If the fuel filter becomes blocked
with foreign material, the filter begins bypassing fuel, and a red filter bypass flag on the top
of the filter extends upward (Figure 5-2).
Fuel from the filter is routed through the oilto-fuel heater to the engine-driven fuel pump,
Revision 1
Figure 5-2. Fuel Filter Bypass Flag
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.
Fuel rejected by the engine on shutdown drains
into a fireproof fuel can on the front left side
of the firewall.
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
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 podequipped aircraft
• Underside of the fuselage if the cargo
pod is not installed
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
The drain valves for the wing tanks are externally
flush-mounted, tool-operated poppet valves.
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 4.75 psi. It is controlled by
the FUEL BOOST switch.
Each selector mechanically controls the position of two fuel tank shutoff valves at each
wing tank.
FUEL SHUTOFF PULL OFF
KNOB
The manual firewall fuel shutoff valve is controlled by a red FUEL SHUTOFF PULL OFF
push-pull knob on the right side of the pedestal
(Figure 5-4). The knob has a press-to-release
button in the center that locks the knob in position when the button is released.
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.
CONTROLS AND
INDICATIONS
FUEL TANK SELECTORS
LEVER
Left and right FUEL TANK SELECTORS are
on the overhead panel; each has ON and OFF
positions (Figure 5-3).
Figure 5-4. FUEL SHUTOFF PULL
OFF Knob
FUEL BOOST SWITCH
The FUEL BOOST switch is on the left sidewall switch panel (Figure 5-5). The switch has
OFF, NORM, and ON positions. When the
switch is positioned to OFF, the fuel boost
pump is inoperative.
Figure 5-3. FUEL TANK SELECTORS
Levers
5-4
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. The NORM position is used for all
normal engine operations in which main fuel
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
FUEL FILTER BYPASS FLAG
A red filter bypass flag 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
flag must not be reset by the pilot.
FUEL FLOW INDICATION
A fuel flow indication beneath the fuel quantity gauges indicates fuel consumption in
pounds per hour based on Jet A fuel (Figure
5-6). 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.
FUEL QUANTITY INDICATION
Fuel quantity is measured by four fuel quantity
transmitters (two in each tank) and indicated on
the engine instrument system (EIS) on the multifunction display (MFD) (Figure 5-6).
Figure 5-5. FUEL BOOST Switch
is provided by the ejector pump and the boost
pump is used as a standby. An amber FUEL
BOOST ON crew alerting system (CAS) message indicates that the boost pump is cycling on
and off when the switch is positioned to NORM.
When the switch is positioned to ON, the boost
pump operates continuously. The ON position
is used for engine start.
Revision 1
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 2.5 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.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
WARNING
The reservoir tank holds only enough
fuel for 90 seconds of engine operation at maximum continuous power
after the RSVR FUEL LOW CAS
message appears.
L and/or R FUEL LOW (amber) (one for each
wing tank)—Appears on each PFD when the
respective wing tank has 25 gallons or less of
usable fuel.
FUEL BOOST ON (amber)—Appears when
the boost pump cycles on and off.
FUEL PRESS LOW (amber)—Appears when
fuel pressure in the reservoir fuel manifold assembly is below 4.75 psi.
OPERATION
Figure 5-6. Fuel Flow and Quantity
Indicators
PREFLIGHT
Fuel Selectors
WARNING
The accuracy of the fuel quantity indicator is affected in flight by uncoordinated 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.
CAS MESSAGES
RSVR FUEL LOW (red)—Appears when
the reservoir fuel level drops to approximately one-half full.
5-6
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 switches
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 positioned 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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
crossfeeding between tanks and reduces fuel
seepage from the wing tank vents.
Fireproof Fuel Can
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.
Fuel Drains
Before each flight and after each refueling, use
a clear sampler and drain fuel from the inboard fuel tank sump quick-drain valves, fuel
reservoir quick-drain valve, and fuel filter
quick-drain valve. The sampler determines
whether contaminants are present and if the aircraft is fueled with the proper fuel.
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. The
indicator indicates if the aircraft is parked
with one wing low. Draining the outboard
valve on the low wing is recommended.
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.
WARNING
JP-4 and other naphtha-based fuels
can cause severe skin and eye
irritation.
LIMITATIONS
FUEL QUANTITY INDICATIONS
Red line (minimum) ..... E (3.6 U.S. gallons;
2.8 gallons per tank)
APPROVED FUEL GRADES
(SPECIFICATIONS)
Refer to Table 5-1 for approved fuel grades.
Aviation Fuel
All grades of military and commercial aviation gasoline are restricted to emergency use.
Do not use such fuel for more than 150 hours
in one overhaul period. A mixture of one part
aviation gasoline and three parts of Jet A, Jet
A-1, JP-1, or JP-5 can be used for emergency
purposes for a maximum of 450 hours per
overhaul period.
Table 5-1. APPROVED FUEL GRADES
SNs 208B0090 AND SUBSEQUENT
MODIFIED WITH SK208-52
Revision 0
TOTAL FUEL
335.6 U.S. GALLONS (167.8 GALLONS PER TANK)
USABLE FUEL
332.0 U.S. GALLONS (165.0 GALLONS PER TANK)
UNUSABLE FUEL
3.6 U.S. GALLONS (2.8 GALLONS PER TANK)
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Approved Fuel Additives
The aircraft requires that either ethylene glycol
(EGME) or diethylene glycol monomethyl ether
be incorporated or added to the fuel during refueling as an anti-icing additive.
CAUTION
JP-4 and JP-5 fuel per MIL-T-5624
and JP-8 fuel per MIL-T-83133A contain the correct premixed quantity of
approved anti-icing fuel additive. Do
not add additional anti-ice compounds.
If additional anti-static protection is desired,
the additive Dupont ® Stadis 450 is approved
for use. If additional biocidal protection is desired,
the additives Sohio Biobor JF or Kathon® FP1.5
additives are permitted for use in certain conditions. Refer to Section 8 of the POH/AFM for
additional information.
Fuel Capacity
Refer to Table 5-2 for fuel capacities.
NOTE
To achieve full fuel tank capacity
fill the tank to the top of the filler
neck. Filling fuel tanks to the bottom
of the fuel filler collar (level with
flapper valve) allows space for thermal expansion, decreasing fuel capacity by 4 gallons per side (8
gallons total).
Fuel Limitations
With low fuel reserves, indicated by an amber
L and/or R FUEL LOW CAS message, continuous uncoordinated flight with the slip-skid
indicator more than one-quarter bar out of the
center position is prohibited. Unusable fuel
quantity increases when more severe sideslip
is maintained. Because of possible fuel starvation, maximum full rudder sideslip duration time is 3 minutes.Maximum fuel
imbalance in flight is 200 lbs.
For additional limitations of this aircraft, refer
to the POH/AFM.
Table 5-2. FUEL CAPACITIES
FUEL GRADE SPECIFICATIONS
5-8
MINIMUM FUEL TEMPERATURE
FOR TAKEOFF
JET A
ASTM-D1655
–35° C
JET A-1
ASTM-D1655
–40° C
JET B
ASTM-D1655
–45° C
JP-1
MIL-L-5616
–35° C
JP-4
MIL-T-5624
–54° C
JP-5
MIL-T-5624
–40° C
JP-8
MIL-T-83133A
–40° C
AVIATION GASOLINE
(ALL GRADES)
–54° C
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
EMERGENCY/
ABNORMAL
position the IGNITION and the FUEL BOOST
switches to ON.
FUEL TANK SELECTION OFF
DURING ENGINE START
The fuel-selector-off warning system functions as follows with the battery on:
• If both fuel tank shutoff valves are
closed, then the red FUEL SELECT OFF
CAS message appears and a warning
horn is activated.
• If either fuel tank shutoff valve closes
during engine start (STARTER switch
positioned to START or MOTOR), then
the red FUEL SELECT OFF CAS message appears and both warning horns
are activated.
• If one fuel selector is positioned to OFF
and fuel remaining in the tank being
used is less than 25 gallons, then the red
FUEL SELECT OFF CAS message appears and a warning horn is activated.
If the RSVR FUEL LOW CAS message appears steady, and usable fuel in the wing tanks
is indicated, then monitor engine indications
and the amber FUEL PRESS LOW CAS message for signs of fuel starvation. Land as soon
as possible, and then determine the cause of the
RSVR FUEL LOW CAS message.
WARNING
If fuel starvation is indicated, prepare
for a forced landing as described in
the Emergency Landing Without
E n g i n e P ow e r p r o c e d u r e i n t h e
POH/AFM.
For specific information on emergency/abnormal procedures, refer to the POH/AFM.
If the FUEL SEL WARN circuit breaker trips
or the START CONT circuit breaker is pulled,
then the FUEL SELECT OFF CAS message
appears but no warning horn is activated, even
if both fuel selectors are positioned to ON. The
warning indicates that the fuel selector warning system is deactivated. If either fuel tank
selector is positioned to OFF during engine
start, then position the selector to ON.
FUEL SYSTEM FAILURE OR
FUEL FLOW INTERRUPTION
If the main ejector pump fails when the FUEL
BOOST switch is positioned to NORM, then
a pressure switch activates the amber FUEL
PRESS LOW CAS message and the boost pump
when fuel pressure drops below 4.75 psi.
If the reservoir fuel level drops to one-half
full, then the red RSVR FUEL LOW CAS message appears. Immediately position both FUEL
TANK SELECTOR switches to ON, and then
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
INTENTIONALLY LEFT BLANK
5-10
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CESSNA CARAVAN 208 GARMIN 1000 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
Revision 0
FOR TRAINING PURPOSES ONLY
5-11
The information normally contained in this chapter is
not applicable to this particular aircraft.
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
MAJOR SECTIONS................................................................................................................ 7-2
Reduction Gear ................................................................................................................ 7-2
Exhaust............................................................................................................................. 7-2
Turbine ............................................................................................................................. 7-2
Combustion ...................................................................................................................... 7-2
Compressor ...................................................................................................................... 7-2
Air Intake ......................................................................................................................... 7-2
Accessory Drive ............................................................................................................... 7-2
ENGINE SYSTEMS ............................................................................................................... 7-2
Engine Lubrication System.............................................................................................. 7-2
Ignition System ................................................................................................................ 7-6
Air Induction System ....................................................................................................... 7-6
Engine Fuel System ......................................................................................................... 7-8
Starting System ................................................................................................................ 7-8
Engine Fire Detection System ....................................................................................... 7-11
COMPONENTS .................................................................................................................... 7-11
Chip Detectors ............................................................................................................... 7-11
Propeller......................................................................................................................... 7-11
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CONTROLS AND INDICATIONS ...................................................................................... 7-13
CABIN HEAT FIREWALLSHUTOFF PULL OFF Knob............................................ 7-13
Engine Controls ............................................................................................................. 7-13
Engine Instrument System............................................................................................. 7-15
Engine Monitoring System............................................................................................ 7-18
OPERATION......................................................................................................................... 7-20
New Engine Break-in and Operation ............................................................................ 7-21
Engine Ignition .............................................................................................................. 7-21
Engine Shutdown........................................................................................................... 7-21
LIMITATIONS ...................................................................................................................... 7-21
Engine ............................................................................................................................ 7-21
Powerplant Instrument Markings .................................................................................. 7-22
Placards.......................................................................................................................... 7-22
Propeller......................................................................................................................... 7-22
EMERGENCY/ABNORMAL .............................................................................................. 7-23
Hot Starts ....................................................................................................................... 7-23
Engine Failure During Takeoff Roll .............................................................................. 7-24
Engine Failure Immediately After Takeoff.................................................................... 7-24
Engine Failure During Flight......................................................................................... 7-24
Engine Flameout During Flight..................................................................................... 7-25
Airstart Starter Assist..................................................................................................... 7-25
Airstart No Starter Assist............................................................................................... 7-26
QUESTIONS ......................................................................................................................... 7-29
7-ii
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
7-1
Major Sections.......................................................................................................... 7-3
7-2
Oil System Schematic .............................................................................................. 7-4
7-3
Oil Dipstick/Filler Cap............................................................................................. 7-5
7-4
Oil Dipstick Markings.............................................................................................. 7-5
7-5
IGNITION and STARTER Switches ....................................................................... 7-6
7-6
INERTIAL SEPARATOR Handle and Indications.................................................. 7-7
7-7
Oil-to-Fuel Heater .................................................................................................... 7-9
7-8
Engine Fuel System ............................................................................................... 7-10
7-9
TEST Switch .......................................................................................................... 7-11
7-10
Propeller System (Cruise) ...................................................................................... 7-12
7-11
Engine Controls...................................................................................................... 7-14
7-12
Engine and System Indications.............................................................................. 7-16
7-13
OVERSPEED GOVERNOR PUSH TO TEST Switch ......................................... 7-18
7-14
Engine Air Intake ................................................................................................... 7-20
Revision 0
FOR TRAINING PURPOSES ONLY
7-iii
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 7
POWERPLANT
INTRODUCTION
This chapter describes the powerplant on the Cessna Caravan 208 G1000. 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-114A 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 turbines are
rated at 675 hp.
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 acces-
Revision 0
sories 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. quarts and includes a dipstick
and drain plug. Total oil system capacity, including tank, engine sumps, lines, and filter,
is 14 U.S. quarts.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
MAJOR SECTIONS
For descriptive purposes, the engine is divided into seven major sections (Figure 7-1)
from front to rear, as follows:
• Reduction gear
• Exhaust
• Turbine
• Combustion
• Compressor
• Air intake
• Accessory drive
COMBUSTION
The combustion section includes a plenum
and a reverse-flow combustion chamber. The
combustion chamber has two igniter plugs
and14 equally spaced fuel nozzles.
COMPRESSOR
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.
REDUCTION GEAR
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.
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
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.
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.
ACCESSORY DRIVE
The accessory drive section forms the aft part
of the engine and contains the reduction gear
for the engine-driven accessories.
ENGINE SYSTEMS
ENGINE LUBRICATION
SYSTEM
TURBINE
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 combustion and contribute to
the short length of the PT6A-114A engine. The
power turbine is on a shaft that extends forward to drive the reduction gear.
7-2
The gas generator turbine is on a shaft that extends aft to drive the compressor and the accessory gear.
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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
7-3
Figure 7-1. Major Sections
7-4
LEGEND
SUPPLY OIL
OIL TANK BREATHER
SCAVANGE OIL
CHECK VALVE
DEAERATOR
FROM
OIL COOLER
FUEL HEATER
CHECK VALVE
FOR TRAINING PURPOSES ONLY
PROP GOV
OIL FILLER AND
DIPSTICK
OIL SUPPLY
TO PROP
TO OIL COOLER
FILTER BYPASS VALVE
CENTRIFUGAL
BREATHER
OIL FILTER AND
CHECK VALVE
ASSYMBLY
RELIEF VALVE
RETURN TO
OIL TANK
SCAVENGE
OIL PUMPS
PRESSURE
TRANSMITTER
ACCESSORY
GEARBOX DRAIN
TEMPERATURE
BULB
CHIP DETECTOR DRAIN
SCAVENGE OIL FROM
PROP AND REDUCTION GEARBOX
TO TORQUE PRESS IND
TO COCKPIT
INSTRUMENTS
OIL SUPPLY TO PROP AND
REDUCTION GEARBOX
Revision 0
Figure 7-2. Oil System Schematic
RELIEF VALVE
OIL PRESS PUMP
OIL TANK
DRAIN
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
TORQUE OIL
CONTROL VALVE
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
• I n t e r n a l d o u b l e - e l e m e n t s c ave n g e
pump in the accessory gear box (AGB)
• External double-element scavenge pump
on the back of the accessory case
OIL TANK
FILLER CAP
• Intern oil filter on the right side of the
oil tank
• Oil cooler on the right side of the nose
cowl
DIPSTICK
MAX. COLD°
An oil dipstick/filler cap is at the left rear of
the engine and is accessible when the left side
of the upper cowling is raised (Figure 7-3). The
oil tank capacity is 9.5 U.S. quarts. Total 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.
MAX. HOT
• Oil-to-fuel heater on the top rear of the
accessory case
IMPERIAL
LITERS
0.833
1
0.95
1.66
2
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, perform an
engine dry motoring run before
checking the oil level.
1.90
2.49
3
NOTE
2.85
5 US QUARTS 4
QUARTS
3.80
3.32
4.15
4.75
Figure 7-4. Oil Dipstick Markings
Figure 7-3. Oil Dipstick/Filler Cap
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
IGNITION SYSTEM
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 high-tension leads to the igniters. The ignition system normally is
energized only during engine start.
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.
A white IGNITION ON CAS 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).
Figure 7-5. IGNITION and STARTER
Switches
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:
• Airstarts without starter assist
• Operation on water-covered runways
• Flight during heavy precipitation
• Inadvertent icing encounters until the inertial separator has been in bypass for
5 minutes
• Operations using the emergency power
lever
• Near fuel exhaustion, indicated by a
RSVR FUEL LOW crew alerting system
(CAS) message
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 a slight drop in torque and in movement of
the torque bug. Use the BYPASS–PULL 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–PULL 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.
FOR TRAINING PURPOSES ONLY
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15
FT–LB
X100
10
0
LOCK
20
1666
ITT
600
°C
0
900
700
INERTIAL SEPARATOR
BYPASS–PULL
NORMAL–PUSH
7-7
Figure 7-6. INERTIAL SEPARATOR Handle and Indications
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
TRQ
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
To lock the handle in the NORMAL–PUSH 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–PULL position.When
in this position the airload on the movable
vanes maintains the vane position.
an inlet screen and an outlet filter, which allow
fuel bypass if a blockage occurs.
NOTE
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 moving the INERTIAL SEPARATOR handle from BYPASS–
PULL to NORMAL–PUSH 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 slamming from one position to
another under airload force.
ENGINE FUEL SYSTEM
The engine fuel system includes:
• Oil-to-fuel heater
The fuel control unit includes:
• Fuel metering section
• Temperature-compensating section
• Gas generator pneumatic governor
When the fuel cutoff valve in the fuel control
unit closes during engine shutdown, both primary and secondary manifolds are connected
to a dump valve port. Residual fuel in the manifolds drains into the fuel can on the firewall,
where it is drained daily or after no more than
six engine shutdowns.
STARTING SYSTEM
The starting system includes a starter-genera t o r, a S TA RT E R s w i t c h , a n d a n a m b e r
STARTER ON CAS message.
• Engine-driven fuel pump
• Fuel control unit
• Flow divider and dump valve
• Dual fuel manifold with 14 simplex nozzles (10 primary and four secondary)
The starter-generator functions as a motor for
engine starting and motors the gas generator
section until 46% N g is reached, at which time
the start cycle terminates.
• 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-tofuel 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 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
7-8
The starter-generator is controlled by a threeposition STARTER switch on the left sidewall switch panel (see Figure 7-5). The switch
has OFF, START, and MOTOR positions.
The OFF position deenergizes the ignition
and starter circuits and is in the normal position at all times except during engine start.
The START position energizes the startergenerator, which rotates the gas generator portion of the engine for starting. The START
position also energizes the ignition system
when the IGNITION switch is in the NORM
position.
FOR TRAINING PURPOSES ONLY
Revision 0
Revision 0
FUEL INLET
THERMAL ELEMENT
OIL INLET
OIL OUTLET
PUSHROD
OPEN
SLEEVE VALVE
FUEL
OUTLET
LEGEND
WARMED FUEL
ENGINE OIL
COLD FUEL
OIL INLET
OIL OUTLET
OPEN
7-9
Figure 7-7. Oil-to-Fuel Heater
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
FUEL
OUTLET
7-10
ENGINE FUEL SYSTEM BLOCK DIAGRAM
FLOW DIVIDER
&
DUMP VALVE
TO FLOW
DIVIDER
FUEL
FOR TRAINING PURPOSES ONLY
PX A IR
P Y A IR
Ng GOVERNOR
FUEL
SHUTOFF
VALVE
FUEL
FUEL
METERING
VALVE
ENGINE-DRIVEN
FUEL PUMP
TO
Nf GOV.
FUEL
P 3 A IR
FUEL MOTIVE FLOW
HEATER RETURN TO
RESERVOIR
TANK
LEGEND
HIGH PRESSURE FUEL
METERED FUEL
MOTIVE FLOW RETURN FUEL
PX AIR
PY AIR
MOTIVE FLOW
RETURN TO
RESERVOIR
TANK
GOV.
BELLOWS
ACCEL.
BELLOWS
(EVACUATED)
TO
EMERGENCY
POWER LEVER
Px
CONSTANT
REFERENCE
AIR
Py
POWER LEVER
SETTING
FROM
Ng
GOVERNOR
P3
Revision 1
Figure 7-8. Engine Fuel System
FUEL SUPPLY
(FROM FUEL PUMP)
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FUEL
CONTROL UNIT
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
COMPONENTS
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 CAS
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 CAS message.
ENGINE FIRE DETECTION
SYSTEM
The engine fire detection system includes a heat
sensor in the engine compartment, a red ENGINE FIRE CAS message, and a warning horn
above the pilot. A TEST switch is on the left side
of the pilot primary flight display (PFD) (Figure
7-9). When the switch is toggled to the FIRE DETECT–UP (up) position, the red ENGINE FIRE
CAS 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.
CHIP DETECTORS
PROPELLER
The aircraft has an all metal, three-bladed, constant-speed, full-feathering, reversible, singleacting, governor-regulated propeller. A setting
introduced into the governor with the propeller
control lever establishes the propeller speed
(Figure 7-10).
The PROP RPM level 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.
Reversed propeller pitch decreases landing
ground roll. To accomplish reverse pitch, the
POWER lever is retarded beyond IDLE and
well into the BETA range. Maximum reverse
p ow e r i s a c c o m p l i s h e d b y r e t a r d i n g t h e
POWER lever to the MAX REVERSE position,
which increases power output from the gas
generator and positions the propeller blades
at full reverse pitch.
CAUTION
Figure 7-9. TEST Switch
Revision 1
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.
FOR TRAINING PURPOSES ONLY
7-11
7-12
REVERSING CAM
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
LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
Revision 0
INLET AIR
Figure 7-10. Propeller System (Cruise)
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NORMAL
GOVERNOR
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Propeller Governor
The propeller governor includes a mechanical
governor, a beta control valve, and a pneumatic N f governor. The propeller governor
operates in five modes:
•
•
•
•
•
CONTROLS AND
INDICATIONS
Underspeed
Onspeed
Overspeed
Feathering
Beta range
CABIN HEAT FIREWALL
SHUTOFF PULL OFF KNOB
Underspeed
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.
Onspeed
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.
The CABIN HEAT FIREWALL SHUTOFF
PULL OFF 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.
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.
ENGINE CONTROLS
The engine is operated by four separate controls
(Figure 7-11):
Overspeed
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.
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
The BETA operation is nongoverning. Oil
pressure to and from the governor is metered
Revision 0
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.
• 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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
POWER
LEVER
PROPELLER
CONTROLLER ARM
FUEL CONDITION
LEVER
QUADRANT
FRICTION LOCK
EMERGENCY POWER
LEVER
Figure 7-11. Engine Controls
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.
The BETA range enables the pilot to control
propeller blade pitch from idle thrust back
through a zero or no-thrust condition to maximum reverse thrust.
CAUTION
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
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).
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 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.
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.
The EMERGENCY POWER lever is linked to
the mechanical override lever on the fuel control unit. This lever governs fuel supply to the
7-14
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NOTE
If the EMERGENCY POWER lever
is not stowed in the NORMAL position, then the red EMERG PWR LVR
CAS 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 EMERG E N C Y P OW E R l e v e r d u r i n g n o r m a l
operation of the POWER lever can cause engine surges or exceedance of interstage turbine
temperature (ITT), N g, 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.
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.
Revision 1
Feathering the propeller during engine shut
down minimizes propeller windmilling under
windy conditions. A mechanical stop in the lever
slot requires the PROP RPM lever be moved to
the left to clear the stop before it can be positioned into or out of FEATHER.
FUEL CONDITION Lever
The FUEL CONDITION lever is linked to a
combined lever and stop mechanism on the
fuel control unit. The lever and stop also function as an idle stop for the fuel control unit
and for the fuel control unit rod.
The FUEL CONDITION lever controls the
minimum rpm of the gas generator turbine (N g)
when the POWER lever is positioned to IDLE.
The FUEL CONDITION lever has the following positions:
• CUTOFF—Shuts off all fuel to the engine fuel nozzles.
• LOW IDLE—Positions the control rod
stop to provide an rpm of 52% N g.
• HIGH IDLE—Positions the control rod
stop to provide an rpm of 65% N g.
Quadrant Friction Lock
A quadrant friction lock on the right side of
the pedestal minimizes creeping of engine
controls once they are set. The friction lock is
a knurled knob that increases friction on the
engine controls when rotated clockwise.
ENGINE INSTRUMENT SYSTEM
The engine instrument system (EIS) provides
graphical indications and numeric values for
engine, fuel, and electrical system parameters (Figure 7-12).
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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
• Oil pressure
• Oil temperature
• Fuel quantity
• Fuel flow
• Battery amps
• Bus voltage
• Anti-ice fluid remaining
• Propeller 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, N g% and N g 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), and propeller amps.
The engine and airframe unit provides data to
the EIS, which displays the data for the ENGINE
page (Figure 7-12). Engine operation is monitored by: torque, ITT, N g%, propeller RPM, oil
pressure, oil temperature, and fuel flow.
Torque
Figure 7-12. Engine and System
Indications
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
7-16
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 (Figure 7-12). 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 varies from 1,865 to 1,970
ft-lbs depending on prop rpm.
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
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
torque per the cruise torque tables in Section 5,
Limitations, of the Pilot’s Operating Handbook
and the Aircraft Flight Manual (AFM/POH).
PROP RPM
The PROP RPM is indicated numerically below
the gas generator RPM (see Figure 7-12). The
digits are white with rpm between 0–1,599
rpm, green between 1,600–1,900 rpm, and
white with a red background when rpm is
greater than 1,901. The instrument is electrically operated from the propeller tachometergenerator on the right, front side of the case.
Interstage Turbine Temperature
Interstage turbine temperature (ITT) is indicated below the TRQ indication in a round dial
gauge with a white pointer (see Figure 7-12).
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 212°–1,364°F (100°–740°C),
an amber caution band from 1,410°–1,481°F
(766°–805°C), and a red line at 2,003°F
(1,095°C). The gauge is graduated at 100° increments from 1,410°–1,481°F (600°–1,100°C).
When the engine is running, a green arc indicates normal a operating range from
212°–1,364°F (100°–740°C), an amber caution
range from 1,409°–1,481°F (765°–805°C),
and a red line at 1,481°F (805°C). The gauge
is graduated at 50° increments from
1,112°–1,652°F (600°–900°C). The digital
readout flashes red when an overtemperature
situation occurs.
Gas Generator RPM
Gas generator RPM (N g) is displayed below
ITT on a round dial gauge with a white pointer
(see Figure 7-12). 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 tick marks at 0%, 12%, 50%, and
105%, with a redline at 101.6%.
Revision 0
Fuel Flow
Refer to the “Fuel System” section of this
chapter for details on fuel flow indications.
Oil Pressure
Oil pressure (OIL PSI) is displayed as a varied color tape and 3-digit display on the ENGINE page (see Figure 7-12). A transducer
senses oil pressure from the accessory case and
transmits the information to the EIS.
Normal operation is indicated from 85–105 psi.
Caution is indicated by an amber bar from
40–85 psi. Warning is indicated by red lines
and red flashing digits at less than 40 psi and
greater than 105 psi. The red OIL PRESS
LOW CAS message also appears when low
oil pressure is detected.
Oil Temperature
Oil temperature (OIL°C) is displayed as a varied color tape and 2-digit display on the ENGINE
page. The oil temperature indication is operated
by an electrical-resistance temperature sensor.
Normal operation is indicated between
50°–213°F (10°–99°C). Caution is indicated
by an amber region from –40°F to less than
50°F (10°C) and from 212°–219°F
(100°–104°C). Red lines are included at 106°
and 221°F (41° and 105°C). Digits vary in color
between green, amber, or red in correlation with
the pointer and tape (see Figure 7-12).
OVERSPEED GOVERNOR
PUSH TO TEST Switch
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 (Figure 7-13).
Pressing the switch actuates a solenoid on the
overspeed governor that resets the governor at
1,750 rpm.
To check for proper operation of the overspeed governor during engine runup, press
the OVERSPEED GOVERNOR PUSH TO
TEST switch, and then advance the POWER
FOR TRAINING PURPOSES ONLY
7-17
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
website. After analysis, reports are generated
from the log data and may be viewed as text
or graphs. Configuration files are created, edi t e d , a n d m a n a g e d t h r o u g h t h e Tu r b i n e
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.
Figure 7-13. OVERSPEED GOVERNOR
PUSH TO TEST Switch
lever until propeller rpm stabilizes. Propeller
rpm is not to exceed 1,750 ± 60 rpm.
ENGINE MONITORING SYSTEM
The ALTAIR avionics ADAS d 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 ADAS d
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
7-18
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 i s analyzed and compared to a
Pratt & Whitney Canada (P&WC) mathematical engine model. The ADAS d and DAC analysis improve operational safety by identifying
conditions that could shorten engine life.
Using the engine condition trend monitoring
(ECTM), replaces the required fixed hourly interval for hot section inspection with an oncondition inspection. The data can be used by
P&WC to grant time between overhaul (TBO)
extensions. (P&WC requires ADAS d for engine specific TBO extension.)
Additionally, ADAS d can identify the occurrence of engine operating parameter events.
The ADAS d data allows maintenance personnel to evaluate and correct the condition before severe engine damage occurs.
Components
The main components of the ADAS d 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 (N g), engine torque, and oil pressure.
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Since bleed-air extraction, INERTIAL SEPARATOR, and EMERGENCY POWER lever
positions affect engine performance, the
ADAS d monitors these parameters as well.
All data is collected and monitored from the
avionics system through a digital data bus.
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.
Processor
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 ADAS d processor boots after avionics 1 boots, then the ETM
EXCEED and ETM FAULT appear momentarily while the processor boots. ADAS d does
not boot from avionics 2.
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.
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.
Controls and Indications
The ADAS d 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.
Revision 0
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.
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 messages 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 ETM
(TREND) indication extinguishes the CAS message or initiates a loopback test to check the
functionality of the ETM (TREND) light.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
The engine running mode is operational when
the ITT is greater than (842°F or 450°C) and
the N g is greater than 50%. During this mode,
the amber and white ETM EXCEED CAS messages appear during flight. Pressing the
TREND/ACT 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 ADAS d 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.
OPERATION
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 inc r e a s e a i r ve l o c i t y. T h e ve l o c i t y o f t h e
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.
LEGEND
AMBIENT INLET AIR
COMPRESSOR AIR
COMBUSTION AIR
COMPRESSOR
EXHAUST AIR
COMPRESSOR TURBINE
POWER TURBINE
ACCESSORY GEARBOX
Figure 7-14. Engine Air Intake
7-20
FOR TRAINING PURPOSES ONLY
Revision 1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
NEW ENGINE BREAK-IN AND
OPERATION
The Pratt and Whitney of Canada PT6A-114A
turboprop engine requires no specific breakin procedures. The engine may be operated
safely throughout the normal ranges authorized by the manufacturer upon delivery of the
aircraft.
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.
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.
LIMITATIONS
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:
ENGINE
Number of engines ................................... One
Manufacturer ....................... Pratt & Whitney
of Canada, Ltd.
Model number ............................. PT6A-114A
• Emergency engine starts without starter
assist
Engine control operating limits—Flight operation with the power lever retarded below the
IDLE position is prohibited.
• Operation on water-covered or slushcovered runways
Engine Starting Cycle Limits
• Flight in heavy precipitation
• During inadvertent icing encounters
until the inertial separator has been in
bypass for 5 minutes
• When near fuel exhaustion as indicated
by illumination of the RSVR FUEL
LOW CAS message
Revision 1
Using the aircraft battery, the starting cycle is
limited to the following intervals and sequence:
•
•
•
•
30 seconds on, 60 seconds off
30 seconds on, 60 seconds off
30 seconds on, 30 minutes off
Repeat the above cycle as required
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Using external power, the starting cycle is
limited to the following intervals and sequence:
• 20 seconds on, 120 seconds off
• 20 seconds on, 120 seconds off
• 20 seconds on, 60 minutes off
°
Repeat the above cycle as required
Propeller type:
• Constant speed
• Full-feathering
• Reversible•Hydraulically actuated
• Aluminum blades with feathered
bladeangle of 88°
• Low pitch blade angle of 15.6°
POWERPLANT INSTRUMENT
MARKINGS
Figure 7-12 illustrates the torque, ITT, and
gas generator % RPM indications.
PLACARDS
• Maximum reverse blade angle of
–14°(30 inch station)
Propeller RPM and Anti-Ice
Indications
Figure 7-12 illustrates the propeller RPM and
anti-ice indications.
CAUTION
When below power level, use BETA
and MAX REVERSE positions only
with engine running and propeller out
of the FEATHER position.
PROPELLER
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).
Drain and Refill Quantity
Drain and refill quantity is approximately 9.5
U.S. quarts.
McCauley™
Propeller manufacturer............. McCauley™
Accessory Division
Propeller mode ....... 3GFR34C703/106GA-0
Number of blades .................................. Three
Oil Quantity Operating Range
Fill to within 1.5 quarts of MAX HOT or MAX
COLD (as appropriate) on the dipstick. Quart
markings indicate U.S. quarts low if oil is hot.
For example, a dipstick reading of 3 indicates the
system is within 2 quarts of MAX if the oil is cold
and within 3 quarts of MAX if the oil is hot.
Propeller diameter:
•Maximum ............................... 106 inches
•Minimum ................................ 104 inches
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NOTE
To obtain an accurate oil level 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 more than 10 minutes have elapsed
since engine shutdown and the engine oil is still warm, perform an engine dry motoring run before
checking the oil level.
Oil Pressure and Temperature
Indication
Figure 7-12 illustrates the oil pressure and
temperature indications.
Placards
The placard displayed next to the oil
dipstick/filler cap on the inertial separator
duct reads as follows:
NOTE
Engine total capacity14 U.S. Quarts.
Drain 7 fill 9.5 U.S. quarts. See the
POH/AFM for approved oils. Do not
mix brands or types of oils.
The placard displayed on the side of the inertial separator duct reads as follows:
WARNING
Pressurized oil tank. Ensure oil
dipstick is secure.
EMERGENCY/
ABNORMAL
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
Revision 1
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
charged 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
(1,994°F), 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 52% N g.
• 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% N g before
positioning the STARTER switch to
OFF. Doing so prevents the initial generator load from decreasing idle rpm
below the minimum of 52%.
• If during the start, the starter accelerates
the gas generator rapidly above 20% N g,
suspect gear train decouple. Do not continue the start. Rapid acceleration
through 35% N g suggests a start on the
secondary nozzles. Anticipate a hot start.
• After an aborted start, 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.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
• If the amber STARTER ON CAS message 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.
3. If the aircraft cannot be stopped on the
remaining runway, perform the following steps:
• 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.
• Position the FUEL TANK SELECTORS
to OFF to sound the warning horn.
• 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.
• 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.
ENGINE FAILURE DURING
TAKEOFF ROLL
If the engine fails during takeoff roll, perform
the following procedure:
1. Position the POWER lever to BETA
range.
2. Apply the brakes, and then retract the
wing flap.
7-24
• Position the FUEL CONDITION lever
to CUTOFF, and then pull out the FUEL
SHUTOFF (OFF position).
• Position the BATTERY switch to OFF.
ENGINE FAILURE
IMMEDIATELY AFTER TAKEOFF
If the engine fails immediately after takeoff,
perform the following procedure:
1. Adjust the airspeed to 85 KIAS.
2. Position the PROP RPM to FEATHER
or MAX RPM at pilot discretion.
3. Position the FUEL CONDITION lever to
CUTOFF and pull out the FUEL SHUTOFF
(OFF position).
4. Position the FUEL TANK SELECTORS
and the BATTERY switch to OFF.
ENGINE FAILURE DURING
FLIGHT
If the engine fails during flight, perform the
following procedure:
1. Adjust the airspeed to 95 KIAS.
2. Position the POWER lever to IDLE.
3. P o s i t i o n t h e P RO P R P M l e v e r t o
FEATHER.
4. Position the FUEL CONDITION lever
to CUTOFF.
5. Position the wing flaps to UP.
6. Position the FUEL BOOST switch to OFF.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
7. Pull out the FUEL SHUTOFF (OFF
position).
16. Pull the RADAR/RT circuit breaker
(AVN BUS 1, second row, sixth circuit
breaker from the left side).
8. Position the IGNITION switch to NORM.
9. Position the STBY ALT PWR to OFF.
17. Land the aircraft as described in the
“Emergency Landing Without Engine
Power” procedure in the POH/AFM.
10. Position the PROP HEAT switches (if
installed) to OFF.
WARNING
NOTE
The AVIONICS No. 1 switch must
remain ON in order to maintain
battery power to the AVIONICS
bus No. 1.
11. Pull the BUS 2 PWR circuit breaker.
12. Position the AVIONICS No. 2 switch
to OFF.
13. Reduce the electrical load by positioning
the following controls to OFF:
• NO SMOKE switch
Do not load shed BUS 2 using the circuit breakers if any backup system
is in use. After shedding BUS 2 the
stall warning horn, portions of the
anti-ice protection systems, most external lighting, left fuel quantity,
and air conditioning will be inoperative. Review BUS 2 equipment lists
for additional information.
ENGINE FLAMEOUT DURING
FLIGHT
If the engine flames out during flight, perform the following procedure:
1. If the gas generator speed (N g) is above
50%, position the POWER lever to IDLE.
• SEAT BELT switch
• CABIN switch
• STROBE lights
2. Position the IGNITION switch to ON.
• LDG and TAXI/RECOG lights
3. After satisfactory relight, as indicated
by a normal ITT and N g , adjust the
POWER lever as desired.
NOTE
Keep the L–LDG lights OFF until
required for approach and landing.
Prior to landing, position the L–LDG
light to ON only to keep electrical
load below limit.
14. Position the vent air fans and the air conditioning controls (if installed) to OFF.
15. Pull the GEN CONT and GEN FIELD
circuit breakers (top row, last two circuit
breakers on the forward end).
Revision 1
4. Position the IGNITION switch to NORM
after the cause of the flameout is corrected.
AIRSTART STARTER ASSIST
If an airstart-starter assist is necessary, perform
the following procedure:
1. Reduce the electrical load by positioning
the STBY ALT PWR switch to OFF, the
AVIONICS bus 2 switch to OFF, and the
IGNITION switch to NORM.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
2. Position the following controls to OFF:
• Left LIGHTS panel switches
BOOST switch to NORM unless it
cycles on and off, in which case leave
the switch ON.
• VENT AIR FANS
• Air conditioning controls
• Bleed air heat switch
3. Position the EMERGENCY POWER
lever to NORMAL and the POWER lever
to IDLE.
4. Position the PROP control lever to the
MIN rpm detent and the FUEL CONDITION lever to CUTOFF.
5. Push in the FUEL SHUTOFF knob to the
ON position and position the FUEL
TANK SELECTORS to ON.
6. P o s i t i o n t h e BAT T E RY a n d F U E L
BOOST switches to ON.
7. Verify that the amber FUEL ON CAS
message appears, and that the amber
F U E L P R E S S L OW C A S m e s s a g e
extinguishes.
8. Maintain an altitude below 20,000 feet
maximum.
9. P o s i t i o n t h e S TA RT E R s w i t c h t o
START, and then verify that the white
IGNITION ON CAS message appears
and the Oil pressure gauge indicates engine oil pressure.
10. Ensure that N g is 12% minimum, and
then position the FUEL CONDITION
lever to LOW IDLE.
11. Monitor the ITT for 1,090°C maximum.
12. Position N g to 52% minimum, and then
position the STARTER switch to OFF.
WARNING
In heavy precipitation or nearly empty
fuel tank conditions, position the IGNITION switch to ON and the FUEL
7-26
AIRSTART NO STARTER
ASSIST
If an airtstart-no starter assist is required, perform the following procedure:
1. Tr i p a n d r e l e a s e t h e G E N E R ATO R
switch, and then position the STBY ALT
PWR switch and the AVIONICS switches
to OFF.
2. Position the AIR CONDITIONING and
BLEED AIR HEAT switches to OFF.
3. Position the EMERGENCY POWER
lever to NORMAL and the POWER
lever to IDLE.
4. Position the PROP lever to the MIN rpm
detent, and position the FUEL CONDITION lever to CUTOFF.
5. Push in the FUEL SHUTOFF knob to the
ON position, and then position the FUEL
TANK SELECTORS to LEFT ON and
RIGHT ON.
6. Position the BATTERY switch and the
FUEL BOOST switch to ON.
7. Verify that the amber FUEL BOOST
ON CAS message appears and that the
amber FUEL PRESS LOW CAS message disappears.
8. Position the IGNITION switch to ON,
and then verify that the white IGNITION ON CAS message appears.
9. Maintain an airspeed of 100 KIAS minimum (140 KIAS if the propeller is feathered) and an altitude of 20,000 feet
maximum (15,000 feet if the propeller is
feathered).
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CAUTION
Do not attempt a restart without a
starter assist if the N g tachometer
indicates zero rpm.
10. Check for a stable N g indication.
11. Place the FUEL CONDITION lever in
the LOW IDLE detent, and then monitor
the ITT to verify a 1,090°C (1,994°F)
maximum reading and monitor the N g to
verify a 52% minimum.
12. Position the IGNITION switch to NORM
if the N g is 52% or above, unless conditions warrant leaving the switch in the ON
position.
WARNING
In heavy precipitation or nearly empty
fuel tank conditions, position the IGNITION switch to ON and the FUEL
BOOST switch to NORM unless it
cycles on and off, in which case leave
the switch ON.Position the FUEL
CONDITION lever to HIGH IDLE
and the PROP control lever as desired. Set the POWER lever as desired, position the GENERATOR
switch to RESET, and then release it.
Tu r n o n e l e c t r i c a l a n d av i o n i c s
equipment as desired.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
INTENTIONALLY LEFT BLANK
7-28
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
QUESTIONS
1. The PT6A-114A 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. Drives the propeller directly
4. Air induced into the engine:
A. Enters at the rear and is exhausted at
the front
B. Enters at the front and is exhausted at
the rear
C. Passes from the power turbine to the
compressor wheels
D. Must be cooled by the compressor
section
5. During operations using the emergency
power lever:
A. Extreme caution should be used when
reversing thrust.
B. The EMERG PWR LVR CAS message appears when the lever is not
stowed in the NORMAL position.
C. Only partial engine power is available.
D. Engine response may be slower than
when using the power lever.
Revision 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. F o r o p e r a t i o n o n w a t e r- c o v e r e d
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
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CESSNA CARAVAN 208 GARMIN 1000 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 if
the IGNITION switch is positioned to
NORM
C. The starter-generator functions as a
generator
D. The ignition system is deenergized
12. During the overspeed governor test, the
propeller rpm should not exceed:
A. 1,900 ± 60 rpm
B. 1,250 ± 60 rpm
C. 1,750 ± 60 rpm
D. 2,000 ± 60 rpm
7-30
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
DESCRIPTION ....................................................................................................................... 8-2
COMPONENTS ...................................................................................................................... 8-2
Heat Sensor ...................................................................................................................... 8-2
Portable Fire Extinguisher ............................................................................................... 8-2
CONTROLS AND INDICATIONS ........................................................................................ 8-2
Engine Fire CAS Message............................................................................................... 8-2
Cabin Heat Firewall Shutoff Valve .................................................................................. 8-2
OPERATION ........................................................................................................................... 8-2
TEST Switch.................................................................................................................... 8-2
Portable Fire Extinguisher ............................................................................................... 8-3
LIMITATIONS ........................................................................................................................ 8-3
EMERGENCY/ABNORMAL PROCEDURES ..................................................................... 8-3
Engine Fire During Start on Ground ............................................................................... 8-3
Cabin Fire During Ground Operations ............................................................................ 8-4
Engine Fire In-Flight ....................................................................................................... 8-4
Electrical Fire In-Flight ................................................................................................... 8-5
Cabin Fire......................................................................................................................... 8-5
Wing Fire ......................................................................................................................... 8-6
QUESTIONS ........................................................................................................................... 8-7
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Page
8-1
CABIN HEAT FIREWALL SHUTOFF PULL OFF Knob ..................................... 8-2
8-2
TEST Switch ............................................................................................................ 8-3
8-3
Center Pedestal and Left Sidewall Panel ................................................................. 8-4
8-4
LIGHTS and ANTI-ICE Panels ............................................................................... 8-6
Revision 0
FOR TRAINING PURPOSES ONLY
8-iii
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 8
FIRE PROTECTION
INTRODUCTION
The Cessna Caravan 208 G1000 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 message, 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
message system and an engine fire warning ap-
Revision 1
pears 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.
FOR TRAINING PURPOSES ONLY
8-1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
DESCRIPTION
CABIN HEAT FIREWALL
SHUTOFF VALVE
The engine fire-detection system includes a
heat sensor in the engine compartment, an
ENGINE FIRE CAS message, and a warning
chime above the pilot. The fire-detection system initiates a fire warning when engine compartment temperatures become excessive.
COMPONENTS
The CABIN HEAT FIREWALL SHUTOFF
PULL OFF 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.
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)
Figure 8-1. CABIN HEAT FIREWALL
SHUTOFF PULL OFF Knob
PORTABLE FIRE
EXTINGUISHER
The portable fire extinguisher is an ABC type,
and normally is in the pilot-side door.
TEST SWITCH
CONTROLS AND
INDICATIONS
ENGINE FIRE CAS MESSAGE
When the closed loop system senses temperature exceedance, the ENGINE FIRE CAS
message appears and a repeating warning
chime sounds.
8-2
OPERATION
The TEST switch is left of the avionics CB
panel (Figure 8-2). When the switch is toggled
to the FIRE DETECT–UP position, the ENGINE FIRE CAS message appears and the
warning chime sounds, indicating that the fire
warning system is operational.
The system is protected by the FIRE DET circuit
breaker on the left sidewall CB panel.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
EMERGENCY/
ABNORMAL
PROCEDURES
ENGINE FIRE DURING START
ON GROUND
If an engine fire occurs while the aircraft is
starting on the ground, perform the following
procedure using the FUEL CONDITION lever
on the center pedestal (Figure 8-3) and the
FUEL BOOST, BATTERY, and STARTER
switches on the left sidewall switch panel:
Figure 8-2. TEST Switch
PORTABLE FIRE
EXTINGUISHER
1. Position the FUEL CONDITION lever to
CUTOFF, the FUEL BOOST switch to
O F F, a n d t h e S TA RT E R s w i t c h t o
MOTOR.
WARNING
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.
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.
It is possible to have an engine fire
w i t h o u t a n a c c o m p a ny i n g C A S
message.
CAUTION
Do not exceed the starting cycle
limitations. Refer to the POH/AFM.
If the fire persists as indicated by
sustained interstage turbine temperature (ITT), immediately close
the FUEL SHUTOFF and continue
motoring.
2. Position the STARTER switch to OFF,
and then pull out the FUEL SHUTOFF
switch to the OFF position.
3. Position the BATTERY switch to OFF.
4. Evacuate the aircraft, and then extinguish the fire.
LIMITATIONS
For specific information on limitations, refer
to the Pilot’s Operating Handbook and the
FA A - a p p r ove d A i r p l a n e F l i g h t M a n u a l
(POH/AFM).
Revision 1
FOR TRAINING PURPOSES ONLY
8-3
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CABIN FIRE DURING GROUND
OPERATIONS
If a cabin fire occurs during ground operation, perform the following procedure using
the POWER, PROP RPM, and FUEL CONDITION levers on the center pedestal and the
BATTERY switch on the left sidewall switch
panel (Figure 8-3):
1. Pull the POWER lever to IDLE, and then
apply the brakes as required.
2. P o s i t i o n t h e P RO P R P M l e v e r t o
FEATHER, and then position the FUEL
CONDITION lever to CUTOFF.
3. Position the BATTERY switch to OFF,
and then evacuate the aircraft and extinguish the fire.
8-4
ENGINE FIRE IN-FLIGHT
If an engine fire in-flight is indicated by a red
ENGINE FIRE CAS message and a warning
chime, perform the following procedure:
1. Position the POWER lever to idle and
the PROP RPM lever to FEATHER.
2. Position the FUEL CONDITION lever
to CUTOFF.
3. Pull out the FUEL SHUTOFF switch and
the CABIN HEAT FIREWALL SHUTOFF PULL OFF knob to the OFF positions.
4. Close all forward side vents, open the
overhead vents, and then position all
VENT AIR fans (if installed) to ON.
5. Set wing flaps to FULL (30°), and then
set airspeed to 80 KIAS.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
6. Accomplish a forced landing as described
in the “Emergency Landing Without
Engine Power” procedure in the
POH/AFM.
ELECTRICAL FIRE IN-FLIGHT
If an electrical fire in-flight occurs, perform
the following procedure using the BATTERY,
GENERATOR, STBY ALT PWR, and AVIONICS switches on the left sidewall switch panel
(see Figure 8-3), and the BLEED AIR HEAT
ON switch on the CABIN HEAT control panel:
1. Position the BATTERY switch to OFF.
2. Push the GENERATOR switch to TRIP,
and then release it.
3. Position the STBY ALT PWR switch
to OFF.
WARNING
Without electrical power, all electrical engine instruments, as well as the
fuel boost pump CAS messages, wing
flaps, and all avionics are inoperative.
The vacuum-driven standby attitude
indicator remains operational.
4. Close all vents to prevent drafts, and then
position the BLEED AIR HEAT ON
switch to OFF. Activate the fire extinguisher (if available).
WARNING
7. If the fire appears to be extinguished and
electrical power is necessary for continuance of the flight, position the BATTERY
switch to ON, and then push the GENERATOR switch to RESET and release.
8. Position the STBY ALT PWR switch
to ON.
9. Check all circuit breakers for faulty circuits. Do not reset circuit breakers with
faults.
10. Position the AVIONICS No. 1 switch to
ON, and then position all electrical
switches to ON, positioning each switch
one at a time with a delay after each until
the short circuit is localized.
11. After the fire is completely extinguished,
open all vents, and then position the
BLEED AIR HEAT ON switch to ON.
CABIN FIRE
If a cabin fire occurs, perform the following
procedure:
1. Position the BATTERY switch to OFF.
2. Push the GENERATOR switch to TRIP, and
then release it.
3. Position the STBY ALT PWR switch to OFF.
Occupants are to wear oxygen
masks (if installed) until the smoke
clears. After discharging an extinguisher within a closed cabin, ventilate the cabin.
5. Position the AVIONICS switches to OFF.
WARNING
With the AVIONICS No. 1 and No.
2 switches positioned to OFF, use
standby flight instruments.
Revision 1
6. Position all other electrical switches
to OFF.
WARNING
Without electrical power, all electrical engine instruments, as well as the
fuel boost pump CAS messages, wing
flaps, and all avionics are inoperative.
The vacuum-driven standby attitude
indicator remains operational.
4. Close all vents to prevent drafts, and then
position the BLEED AIR HEAT ON
switch to OFF.
FOR TRAINING PURPOSES ONLY
8-5
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
5. Activate the fire extinguisher (if available), and then land the aircraft as soon
as possible.
N208FS
WARNING
LEFT
LDG
Occupants are to wear oxygen masks
(if installed) until the smoke clears.
After discharging an extinguisher
within a closed cabin, ventilate the
cabin.
POWER
OUTLET
ALL
WING FIRE
OFF
If a wing fire occurs, perform the following
procedure using the PITOT/STATIC HEAT
and STALL HEAT switches on the ANTI-ICE
panel (Figure 8-4) and the STROBE, NAV,
L–R LDG, and TAXI/RECOG switches on the
LIGHTS panel.
1. Position the following switches to OFF:
• PITOT/STATIC HEAT
STROBE
NAV
ON
NO
SMOKE
SEAT
BELT
ON
C
R
E
W
PROP HEAT
AUTO
LIGHTS
TAXI/
RECOG
ON
RIGHT
LDG
BCN
CABIN
O
F
F
MANUAL
PITOT/STATIC
HEAT
STALL
HEAT
ON
• STALL HEAT
WING
LIGHT
ANTI-ICE
PRIMARY
HIGH
OFF
FLUID CONTROL
MAX FLOW
AIRFRAME
N
O
R
M
WINDSHIELD
BACKUP
ON
OFF
• STROBE
• NAV
Figure 8-4. LIGHTS and ANTI-ICE Panels
• L–R LDG
• TAXI/RECOG
2. Pull the RADAR R/T circuit breaker (if
installed). The circuit breaker is on the
AVN BUS 1, second row, sixth breaker
from the left side.
3. Position all ventilation fans to OFF.
WARNING
Perform a sideslip as required to
keep flames away from the fuel tank
and cabin. Land the aircraft as soon
as possible.
For more detailed information and procedures
on fire protection, refer to the POH/AFM.
8-6
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 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
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 PULL OFF 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 message and warning chime:
A. Requires activation of the FIRE DETECT switch
B. Requires declaration of an emergency
C. Requires accomplishing the five memory items associated with the “Engine
Fire in Flight” checklist
D. R e q u i r e s a c t i v a t i o n o f t h e f i r e
extinguisher
Revision 1
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
DESCRIPTION ....................................................................................................................... 9-3
CONTROLS AND INDICATIONS ........................................................................................ 9-3
BLEED AIR HEAT ON Switch....................................................................................... 9-3
TEMP HOT Knob............................................................................................................ 9-3
MIXING AIR Knob ......................................................................................................... 9-4
CABIN HEAT FIREWALL SHUTOFF PULL OFF Knob............................................. 9-4
VACUUM LOW Flag ...................................................................................................... 9-4
LIMITATIONS ........................................................................................................................ 9-4
EMERGENCY/ABNORMAL ................................................................................................ 9-4
QUESTIONS ........................................................................................................................... 9-5
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
9-1
Pneumatic System Schematic .................................................................................. 9-2
9-2
CABIN HEAT Control Panel ................................................................................... 9-3
Revision 0
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 9
PNEUMATICS
INTRODUCTION
This chapter describes the pneumatic system on the Cessna Caravan 208 G1000.
The pneumatic system routes air for heating the aircraft and operating the standby
attitude indicator.
GENERAL
The pneumatic system uses engine compressor bleed air for the heating system in the aircraft (Figure 9-1). Control knobs and switches
Revision 0
are in the cockpit. The engine bleed air provides air for all required system functions.
FOR TRAINING PURPOSES ONLY
9-1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LEGEND
COMPRESSOR BLEED
VALVE
HIGH PRESSURE BLEED AIR
LOW PRESSURE BLEED AIR
P3 HOT AIR
REGULATED BLEED AIR
P2.5 WARM AIR
SUCTION/VACUUM
CABIN AIR
BLEED-AIR
HEAT SWITCH
PRESSURE
REGULATING VALVE
TO VACUUM
SYSTEM
FLOW CONTROL
VALVE
MIXING
AIR VALVE
MIXER/
MUFFLER
FIREWALL
SHUTOFF
VALVES
TEMPERATURE
CONTROL KNOB
Figure 9-1. Pneumatic System Schematic
9-2
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
DESCRIPTION
The temperature and volume of airflow to the
cabin is regulated by the cabin heating, ventilating, and defrosting system.
Hot air from the compressor outlet is routed
from the engine through a flow control valve, and
then through a mixer/muffler where it mixes
with cabin return air or warm air from the compressor bleed valve based on the setting of the
mixing air valve.
Once the correct air temperature is attained,
the air is routed to the cabin air distribution
system. Controls are provided to direct the
heated air to the forward and/or aft portions
of the cabin for heating and to the windshield
for defrosting.
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
ceiling. The plenum distributes the ventilating air to individual overhead outlets near
each seat. Two electric blowers in the overhead
ventilating system blow the air into the cabin.
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.
CONTROLS AND
INDICATIONS
TEMP HOT KNOB
A rotary TEMP HOT selector knob is on the
CABIN HEAT control panel (Figure 9-2). The
selector modulates the opening and closing of
the flow control valve, which controls the volume of air flow into the cabin. Clockwise rotation increases the mass flow and temperature
of the air.
BLEED AIR HEAT ON SWITCH
A two-position BLEED AIR HEAT ON switch
is on the CABIN HEAT control panel (Figure
9-2). The switch controls the operation of the
bleed-air flow control valve.
Figure 9-2. CABIN HEAT Control Panel
Revision 0
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
MIXING AIR KNOB
The MIXING AIR GND–PULL FLT–PUSH
control is on the CABIN HEAT panel (Figure
9-2). The control determines if warm compressor bleed valve air is mixed with hot compressor outlet air, or if cabin air is mixed with
compressor bleed air and recirculated.
EMERGENCY/
ABNORMAL
For specific information on emergency/abnormal procedures, refer to the Pilot’s Operation
Handbook or the FAA-approved Airplane Flight
Manual (POH/AFM).
In the GND–PULL position (pulled out), warm
compressor bleed valve air is mixed with hot
compressor outlet air in the mixer/muffler.
Use this mode during ground operation with
N g below 92%. In the FLT position, the cabin
air is mixed with compressor bleed air and
recirculated.
CABIN HEAT FIREWALL SHUTOFF PULL OFF KNOB
The CABIN HEAT FIREWALL SHUTOFF
PULL OFF knob is a push-pull knob on the
lower right side of the pedestal. The knob is
normally pushed in unless a fire is suspected
in the engine compartment.
When pulled out, the knob actuates two firewall shutoff valves, one in the bleed-air supply line to the cabin heating system and one
in the cabin return line, to the off position.
The knob is normally pushed in unless a fire
is suspected in the engine compartment.
VACUUM LOW FLAG
A red flag appears on the standby attitude indicator when a possible low vacuum condition
exists in the vacuum system.
LIMITATIONS
No limitations are indicated for the pneumatic
system on this aircraft.
9-4
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
QUESTIONS
1. Cabin ventilating air enters the aircraft
through:
A. The forward engine air intakes
B. Air inlets on each side of the forward
fuselage
C. Air inlets on each wing at the upper
ends of the wing struts
D. Both B and C
2. If more cabin heating is needed during
ground operations:
A. Move the fuel condition lever to
HIGH IDLE
B. Move the MIXING AIR control to FLT
C. Open the instrument panel vents
D. Pull the defroster knob
3. Windshield defrosting can be accomplished by:
A. Pulling out the defrost/forward cabin
control and pushing in the aft/forward
cabin control
B. Opening the vents at the base of the
windshield
C. Directing the upper instrument panel
vents at the windshield
D. Both A and B
4. The CABIN HEAT FIREWALL SHUTOFF control should be pulled out:
A. To routinely shutoff cabin heat
B. If a fire is suspected in the engine
compartment
C. During ground operations
D. During engine starts
Revision 0
FOR TRAINING PURPOSES ONLY
9-5
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
COMPONENTS .................................................................................................................... 10-5
Protection Panels ........................................................................................................... 10-5
Fluid Tank ...................................................................................................................... 10-5
Equipment Pack ............................................................................................................. 10-5
Propeller Slinger Ring ................................................................................................... 10-5
Windshield Spray Bar.................................................................................................... 10-5
Pitot-Static and Stall Heat System................................................................................. 10-5
Engine Inertial Separator System .................................................................................. 10-6
Wing Inspection Light ................................................................................................... 10-6
Windshield Ice Detector Light....................................................................................... 10-6
Low Airspeed Awareness System .................................................................................. 10-6
CONTROLS AND INDICATIONS ...................................................................................... 10-7
PRIMARY HIGH–NORM–OFF Switch....................................................................... 10-7
MAX FLOW AIRFRAME–WINDSHIELD Switch ..................................................... 10-7
BACKUP ON Switch .................................................................................................... 10-8
PITOT/STATIC HEAT Switch ...................................................................................... 10-8
STALL HEAT ON Switch ............................................................................................. 10-8
Inertial Separator Control Handle ................................................................................. 10-8
Anti-Ice Fluid Quantity Indicator .................................................................................. 10-8
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Fluid Tank Sight Glass................................................................................................... 10-9
CAS Messages ............................................................................................................... 10-9
OPERATION....................................................................................................................... 10-10
PRIMARY HIGH Switch ............................................................................................ 10-10
MAX FLOW AIRFRAME Switch.............................................................................. 10-11
BACKUP ON Switch .................................................................................................. 10-11
LIMITATIONS .................................................................................................................... 10-12
Ice Protection Fluid ..................................................................................................... 10-12
Solvent Usage .............................................................................................................. 10-12
Ice Accumulation......................................................................................................... 10-12
EMERGENCY/ABNORMAL ............................................................................................ 10-13
QUESTIONS....................................................................................................................... 10-15
10-ii
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 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 Detector Light............................................................................... 10-6
10-5
Left Sidewall Switch Panel .................................................................................... 10-7
10-6
Anti-Ice Instrument Panel ...................................................................................... 10-7
10-7
View of Fluid Sight Glass Through Cargo Pod Opening ...................................... 10-9
10-8
A-ICE GAL Fluid Quantity Indication.................................................................. 10-9
10-9
CAS Message Indications.................................................................................... 10-10
Revision 1
FOR TRAINING PURPOSES ONLY
10-iii
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The ice and rain protection system on the Caravan 208 G1000 provides fluid-based
(TKS fluid) anti-ice protection to the wing panels, wing struts, horizontal and vertical
stabilizers, and propeller. The fluid-based system replaces the pneumatic deice boots
and electrothermal deice components common to earlier aircraft.
GENERAL
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
Revision 0
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.
FOR TRAINING PURPOSES ONLY
10-1
CESSNA CARAVAN 208 GARMIN 1000 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
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. Single and combined pump operation
and timed pumping provide a range of flow
rates for different icing conditions. An ondemand gear pump supplies fluid to the windshield spray bar for clear vision through the
windshield (Figure 10-2).
The aircraft is approved for flight into known
icing conditions, 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 fol-
10-2
lowing Cessna and FAA-approved equipment
is installed and fully operational:
• Ice protection system, including porous
panels on the leading edges of the wing,
horizontal and vertical stabilizers, wing
struts, propeller fluid slinger ring, and
windshield spray bar
• Alternate static source
• Left and right heated pitot-static tubes
• Wing inspection light
• Engine-driven generator
•
•
•
•
Engine inertial separator
Heater and defroster
Standby electrical system
Windshield ice detector light
• Heated lift detector (stall warning system)
• Vortex generators
FOR TRAINING PURPOSES ONLY
Revision 0
Revision 1
FOR TRAINING PURPOSES ONLY
WINDSHIELD
SPRAYBAR
DEICE FLUID
LEGEND
WING
LIGHT
PROPORTIONING UNIT
P
P
P
OFF
PRIMARY
HIGH
5
BACKUP
ANTI–
ICE
5
PRI
ANTI–
ICE
FLUID CONTROL
MAX FLOW
AIRFRAME
N
O
R
M
WINDSHIELD
HIGH PRESSURE
SWITCH
ANTI-ICE
CRACKING
VALVES
(CHECK VALVES)
LOW PRESSURE
SWITCHES
WINDSHIELD
PUMP
LOW
LEVEL
SWITCH
METERING
PUMPS
VENT
FLUID
LEVEL
SENDER
SOLENOID
VALVE
VENT
Figure 10-2. Anti-Ice Protection System
PROPELLER
PROPORTIONING
UNIT
TO WING
STRUT
PROPORTIONING
UNIT ASM
FILTERS
STALL
HEAT
ON
EQUIPMENT PACK ASSEMBLY
(IN THE CARGO POD)
PITOT/STATIC
HEAT
2
W/S
ANTI–ICE
5
TORQUE
OFF
BACKUP
ON
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
10-3
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NOTE
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, 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 prov i d e c o m p l e t e p r o t e c t i o n u n d e r s ev e r e
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.
10-4
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 accumulation from a parked
aircraft. Use other deice methods,
such as a heated hangar or approved
deicing solutions, to remove all frost,
ice, snow, or slush accumulation
from 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.
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
COMPONENTS
The aircraft ice protection components include the ice protection system, a pitot-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.
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-ofclimb speed to V MO .
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 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
A 20 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.
The equipment pack consists of:
• Tw o m e t e r i n g p u m p s — p u m p N o . 1
and pump No. 2
• Fluid system filters
• Fluid level sender
• Low fluid switch
• High pressure switch
• Cracking (check) valves
• Solenoid
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
• On-demand gear pumps
WINDSHIELD SPRAY BAR
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.
A heating element in the stall warning vane and
sensor on the leading edge of the left wing provides additional ice protection. The stall warning sensor are monitored for failure; if failure
occurs an amber STALL HEAT crew alerting
system (CAS) message appears.
• Wire harness
• Timers (see Figure 10-2)
Revision 1
FOR TRAINING PURPOSES ONLY
10-5
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ENGINE INERTIAL SEPARATOR
SYSTEM
The inertial separator system in the engine
air inlet duct prevents ice buildup on the compressor inlet screen.
WING INSPECTION LIGHT
A wing inspection light is flush-mounted in the
left wing leading edge-to-fuselage fairing.
The light allows visual detection of ice accumulation on the wing and is required for flight
into known icing conditions (Figure 10-3).
Figure 10-4. Windshield Ice Detector Light
LOW AIRSPEED AWARENESS
SYSTEM
In TKS equipped aircraft, the low airspeed
awareness (LAA) system is designed to warn
the pilot when airspeed falls below 97.5 ± 2
knots while operating in icing conditions.
Figure 10-3. Wing Inspection Light
The light is controlled with the two-position
WING LIGHT switch on the ANTI-ICE switch
panel. The switch is spring-loaded to the off
position and must be held in the on position
to illuminate the wing inspection light.
The light is protected by the WING ICE DET
LIGHT circuit breaker on the CB panel.
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.
WINDSHIELD ICE DETECTOR
LIGHT
Pressing the flashing switchlight silences the
stall warning horn and causes the switchlight
to stop flashing. The switchlight remains illuminated solid white as long as the airspeed
is below 97.5 ± 2 knots.
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, a distinct red circle is present above the
light. If the windshield is contaminated, the
red circle becomes more diffused and the area
of red light increases.
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.
10-6
FOR TRAINING PURPOSES ONLY
Revision 1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CONTROLS AND
INDICATIONS
PRIMARY HIGH–NORM–OFF
SWITCH
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 ANTI-ICE control panel are used to
control the system (Figure 10-6).
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.
MAX FLOW AIRFRAME–
WINDSHIELD SWITCH
T h e M A X F L OW A I R F R A M E – W I N D SHIELD switch is used in heavy or severe
icing conditions. When the switch is positioned to MAX FLOW AIRFRAME (up), the
spring-loaded switch activates the MAX
FLOW AIRFRAME operation, and then returns immediately to the center position.
Figure 10-5. Left Sidewall Switch Panel
The NORM or HIGH position must be selected on the PRIMARY HIGH switch in order
to select MAX FLOW AIRFRAME operation.
Figure 10-6. Anti-Ice Instrument Panel
Revision 1
FOR TRAINING PURPOSES ONLY
10-7
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
The MAX FLOW AIRFRAME position runs
both metering pumps for 2 minutes, and then
returns the pumps to NORM or HIGH as selected on the PRIMARY HIGH switch. The
MAX FLOW AIRFRAME operation cycles
until the operation times out after 2 minutes
or until the PRIMARY HIGH switch is positioned to OFF.
The spring-loaded WINDSHIELD position is
for intermittent clearing of the pilot forward
windshield as needed. The WINDSHIELD position activates an independent gear pump,
which supplies fluid to the pilot windshield.
The pump runs for 4 seconds upon release of
the switch.
BACKUP ON SWITCH
The BACKUP ON switch provides redundancy
if the other operations are inoperable. The
BACKUP ON 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 HIGH and BACKUP ON switch
positions.
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 ON SWITCH
The STALL HEAT ON 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.
10-8
INERTIAL SEPARATOR
CONTROL HANDLE
The INERTIAL SEPARATOR control handle on
the lower instrument panel has two positions:
• B Y PA S S – P U L L — U s e w h e n f l y i n g
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.
• 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 (Figure 10-7). 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 10-8).
The MFD can operate either in engine display
or system display. Engine display operation
displays 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 ON 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).
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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FILLER
ASSEMBLY
An amber background on the readout indicates 20 minutes or less fluid remaining in
NORM position.
A red readout indicates 4 minutes or less of
fluid remaining in the NORM position, and 1
minute or less in the HIGH position. The 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 10-7). 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.
FLUID
LEVEL
BALL
MINIMUM DISPATCH
QUANTITY LINE
(11.7 GALLONS)
Figure 10-7. View of Fluid Sight Glass
Through Cargo Pod Opening
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.
CAS MESSAGES
The ice protection system CAS messages appear
in the primary flight display (PFD) (Figure 10-9).
FLUID QUANTITY
READOUT
Figure 10-8. A-ICE GAL Fluid Quantity
Indication
Revision 1
A-ICE PRESS LOW (red)—Indicates low fluid
pressure to the tail (lack of fluid to the tail,
empty tank, or ruptured line). Activated by
two low pressure switches downstream of the
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
A-ICE LOW FLUID
A-ICE NORM
ETM PREV EXCEED
ETM CAPTURE
CAS MESSAGES
Figure 10-9. CAS Message Indications
tail proportioning units. If a low pressure condition exists, the CAS message cycles on and
off every 2 minutes.
A-ICE PRESS HI (amber)—Indicates system
fluid pressure exceeds 150 psi, and system filtering is restricted. Activated by a high pressure
switch between the metering pumps and filters.
OPERATION
The fluid control system has the following
operations:
• PRIMARY HIGH switch
° HIGH
° NORM
° OFF
A-ICE FLUID LO (amber)—Indicates fluid
level remaining is 20 minutes, or approximately
2 gallons remaining in the NORM position.
Activated by a fluid low level switch in the tank.
• MAX FLOW AIRFRAME switch
A-ICE NORM or A-ICE HIGH (white)—
Indicates that the PRIMARY HIGH switch is positioned to NORM or HIGH and the system is
in normal or high operation respectively.
• BACKUP ON switch
NOTE
Except for the disappearance of the
white A-ICE NORM CAS message,
the system provides no other indication if the anti-ice protection system fails.
10-10
° AIRFRAME
° WINDSHIELD
° ON
° OFF
PRIMARY HIGH SWITCH
HIGH Position
The HIGH position (up) arms the low pressure, high pressure, and low level sensors for
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
a c t iv e o p e r a t i o n , a n d r u n s p u m p N o . 1
continuously.
To use the high operation, position the PRIMARY HIGH switch to HIGH (up). To terminate pump operation, position the PRIMARY
HIGH switch to OFF.
• BACKUP ON switch
° ON—1 hour, 20 minutes
If low pressure is indicated, position the PRIMARY HIGH switch to OFF, and then position the BACKUP switch to ON.
WINDSHIELD Position
NORM Position
The NORM position arms the low pressure,
high pressure, and low level sensors for active
operation, and cycles both pumps on for 20 seconds, and then off for 100 seconds.
To use normal operation, position the PRIMARY HIGH switch to NORM (center). To
terminate pump operation, position the PRIMARY HIGH switch to OFF.
MAX FLOW AIRFRAME
SWITCH
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 AIRFRAME
switch to the WINDSHIELD position.
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.
AIRFRAME Position
CAUTION
The max flow airframe operation is used in
heavy or severe icing conditions.
To activate the max flow airframe operation, position the PRIMARY HIGH switch to NORM
or HIGH, and then position the MAX FLOW
AIRFRAME 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 HIGH switch to OFF.
Fluid Consumption
The MAX FLOW AIRFRAME switch operations have the following maximum endurance
levels with a full tank of fluid:
• PRIMARY HIGH switch
° NORM—3 hours, 25 minutes
° HIGH—1 hour, 20 minutes
• MAX FLOW AIRFRAME—40 minutes
° AIRFRAME—40 minutes
Revision 1
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 AIRFRAME switch is released.
BACKUP ON SWITCH
BACKUP Position
Use the BACKUP ON switch if the PRIMARY
HIGH or MAX FLOW AIRFRAME switches
are not functioning. The BACKUP ON 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 ON switch to ON (up). Note that the
windshield pump operates independently of the
PRIMARY HIGH and BACKUP ON switches.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LIMITATIONS
Post-Operation Precautions
ICE PROTECTION FLUID
After system operation, ice protection fluid
continues to weep from the panels as the
pressure bleeds down and the panel reservoirs
empty.
Fluid Requirements
The ice protection fluids used in the aircraft
must meet DTD-406B specifications.
Approved ice protection fluids are 80 to 85%,
TKS fluid, 5% isopropyl alcohol, and 10 to
20% deionized water. Fluid density is approximately 9.2 lbs/gal. For health and environmental information, refer to the applicable material
safety data sheets (MSDS).
DTD-406B fluids can be purchased under the
following brand names:
• AVL-TKS (Aviation Laboratories)
• TKS-Fluid (DW Davies)
• AeroShell ® Compound 07 (AeroShell ®)
The fluid is not limited to these suppliers as long
as the fluid meets specification DTD-406B.
Fluids conforming to this specification can be
mixed in the aircraft tank in any proportion.
WARNING
Use caution around areas with ice
protection fluid on the floor. The
fluid, especially on a painted floor,
creates a very slick surface. To prevent slipping accidents, remove the
fluid from the floor immediately.
SOLVENT USAGE
Certain solvents can damage the plastic membrane in the porous panels, particularly methyl
ethyl ketone (MEK), acetone, lacquer thinner, and other types of solvents. Mask the panels when painting the aircraft or when using
these solvents on components near the panels.
Wash the panels with soap or mild detergent
and water, using a brush or lint-free cloth.
Only the following solvents are permitted for
use on the panels:
• Water (with soaps or detergents)
Do not use automobile anti-freeze
fluid in the ice protection system.
Anti-freeze fluid can contain additives that can damage the porous
panels or other system components.
Do not, under any circumstance, add
any form of thickened deice fluid
intended for runway or parked aircraft to the ice protection system.
Minimum Dispatch Quantity
The fluid tank has a capacity of 20 gallons. The
minimum fluid quantity required for dispatch
is 11.7 gallons. Fluid quantity must be verified using the fluid tank sight gauge.
10-12
CAUTION
• Aviation gasoline
• Isopropyl alcohol
• Industrial methylated spirit
• Approved ice protection fluids
• Aviation turbine fuel
• Ethyl alcohol
ICE ACCUMULATION
Ice accumulation on the airframe can result in
a 20 KIAS increase in stall speed. Treat buffet
or an aural stall warning as an imminent stall.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
WARNING
The aural stall warning may not function properly in all icing conditions.
Do not rely only upon the aural stall
warning to provide adequate warning in icing conditions.
For additional information on limitations of
the anti-ice protection system, refer to the
Pilot’s Operating Handbook and Aircraft
Flight Manual (POH/AFM).
EMERGENCY/
ABNORMAL
For specific emergency/abnormal procedures,
refer to the POH/AFM.
Revision 1
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
INTENTIONALLY LEFT BLANK
10-14
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CESSNA CARAVAN 208 GARMIN 1000 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 gallons
C. 11.7 gallons
D. 9.3 gallons
3. The standby electrical power system is required to be installed and functional for:
A. IMC conditions
B. Night operations
C. Commercial operations
D. Icing conditions
4. The minimum de-ice fluid level for dispatch into forecast icing conditions is:
A. 20 gallons
B. 15 gallons
C. 11.7 gallons
D. 9.3 gallons
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
Revision 1
6. When the anti-ice fluid control switch
operates in HIGH, 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
C. 2 hours
D. 1.5 hours
8. The maximum endurance level with a
fully serviced anti-ice fluid tank in MAX
FLOW AIRFRAME is:
A. 1 hour
B. 40 minutes
C. 30 minutes
D. 15 minutes
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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
AIR CONDITIONING SYSTEM ......................................................................................... 11-2
Description..................................................................................................................... 11-2
Components ................................................................................................................... 11-2
Controls and Indications................................................................................................ 11-2
Operation ....................................................................................................................... 11-3
Limitations ..................................................................................................................... 11-4
CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM............................... 11-4
Description..................................................................................................................... 11-4
Components ................................................................................................................... 11-4
Controls and Indications................................................................................................ 11-4
Limitations ..................................................................................................................... 11-8
Emergency/Abnormal .................................................................................................... 11-8
QUESTIONS ......................................................................................................................... 11-9
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11-i
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
11-1
COOL–OFF–VENTILATE and AC FANS Switches ............................................ 11-2
11-2
Cabin Heating, Ventilating, and Defrosting System .............................................. 11-5
11-3
CABIN HEAT FIREWALL SHUTOFF PULL OFF Knob................................... 11-7
11-4
VENT AIR Control Knobs .................................................................................... 11-8
11-5
VENT PULL ON Knobs........................................................................................ 11-8
Revision 0
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Cessna Caravan 208 G1000 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 0
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
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Ventilating air is obtained from an inlet on each
side at the forward fuselage and through a ramair 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
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.
AIR CONDITIONING
SYSTEM
CONTROLS AND INDICATIONS
DESCRIPTION
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).
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 air conditioning system includes:
• Belt-operated compressor in the engine
accessory compartment
COOL–OFF–VENTILATE Switch
Positioning the COOL–OFF–VENTILATE
switch to COOL starts the compressor and
evaporator fans (Figure 11-1). Positioning the
switch to VENTILATE activates only the evaporator fans, which provide hot ventilating air
to the cabin. The OFF position turns off the
compressor and evaporator fans.
• 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
Figure 11-1. COOL–OFF–VENTILATE
and AC FANS Switches
COMPONENTS
Compressor
AC FANS Switches
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.
The AC FANS switches include three, twoposition switches that provide separate HIGH
and LOW speed control to the LEFT, AFT, and
RIGHT evaporator fans (Figure 11-1).
11-2
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
System electrical protection is provided by
four 15-amp circuit breakers on the left sidewall CB panel:
• LEFT VENT BLWR
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.
• RIGHT VENT BLWR
• AFT VENT BLWR
In-Flight Operation
• AIR COND CONT
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.
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 N g of 54%.
Position all AC FANS switches to HIGH and the
COOL–OFF–VENTILATE switch to COOL.
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 (685°C) (1,265°F). Advance
the FUEL CONDITION lever toward
HIGH IDLE to increase the idle N g as
required to maintain a satisfactory ITT
(1,265°F or lower/685°C or lower).
NOTE
For increased cooling during ground
static conditions, increase N g to
60–65% for a higher air conditioning
compressor rpm.
Ground operation of the air conditioner with the propeller in beta range
for prolonged periods causes the air
conditioning compressor pressure
safety switch to disengage the compressor clutch. Prevent this situation.
Revision 0
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 AC 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 conditioner system at any time outside air cabin air circulation
are 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.
FOR TRAINING PURPOSES ONLY
11-3
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LIMITATIONS
Air distribution for the passenger versions of the
CE-208 and CE-208B is shown in Figure 11-2.
When the takeoff torque setting per the
Engine Torque For Takeoff chart in the Pilot’s
Operating Handbook and FAA Approved
Aircraft Flight Manual (POH/AM), Section
5, is less than 1,865 ft-lbs, then the air conditioner must be turned off for any takeoff or
landing under those conditions.
In the heating system, hot compressor outlet
P 3 air is routed from the engine through a flow
control valve and then through a mixer/muffler. 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.
WARNING
Operation of the air conditioner can
cause compass deviation of more
than 10°.
The aircraft has 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.
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.
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).
11-4
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.
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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FLOW
CONTROL VALVE
COMPRESSOR OUTLET
BLEED AIR
COMPRESSOR
BLEED VALVE AIR
MIXING AIR VALVE
TO FLOW
CONTROL VALVE
TO MIXING
AIR VALVE
TO CABIN TO DEFROST
AIR/FORWARD
HEAT
SELECTOR CABIN AIR
SELECTOR
VALVE
VALVE
MIXER/MUFFLER
FIREWALL SHUTOFF VALVES (2)
VENTILATING AIR DOOR
(ONE SIDE EACH)
CABIN HEAT SELECTOR VALVE
INSTRUMENT PANEL
VENTILATING OUTLETS
AND CONTROLS (2)
DEFROST OUTLETS (2)
DEFROST AIR/FORWARD CABIN
AIR SELECTOR VALVE
ADJUSTABLE PILOT AND
FRONT PASSENGER OVERHEAD
VENTILATING OUTLETS (2)
VENTILATING AIR INLET
(IN UPPER WING STRUT FAIRING)
VENTILATING AIR INLET
(IN UPPER WING STRUT FAIRING)
VENT AIR CONTROL
(ON OVERHEAD CONSOLE)
VENT AIR CONTROL
(ON OVERHEAD CONSOLE)
SHUT VALVE
(ONE EACH WING)
HEATER OUTLETS
(ON EACH CABIN SIDEWALL
AT FLOOR LEVEL)
ADJUSTABLE REAR PASSENGER
OVERHEAD VENTILATING OUTLETS (11)
MIXING AIR VALVE
OPERATING MODES:
BELOW 92%, USED ON THE GROUND
AT COLD TEMPERATURES
LEGEND
ENGINE BLEED AIR
RAM AIR FLOW
VENTILATION AIR
BELOW 92%, USED ON THE GROUND
IN MILD TEMPERATURES
HEATING AND DEFROSTING AIR
BLEED-AIR DISCHARGE
BELOW 92%, USED DURING IN-FLIGHT
OPERATIONS. IN THIS MODE BLEED
AIR THROUGH THE FLOW CONTROL
VALVE ONLY IS UTILIZED.
CABIN RETURN AIR
ELECTRICAL CONNECTION
MECHANICAL CONNECTION
Figure 11-2. Cabin Heating, Ventilating, and Defrosting System
Revision 0
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
TEMP HOT Selector Knob
A rotary TEMP HOT 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.
air is used to augment the hot compressor outlet
bleed air supply (P3) in cold ambient temperatures.
MIXING AIR–FLT–PUSH Switch
The MIXING AIR-FLT-PUSH push-pull control mixes cabin return air with hot compressor outlet air.
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 HOT 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.
MIXING AIR–GND-PULL Switch
The MIXING AIR–GND-PULL push-pull control is used to mix compressor bleed air with
hot compressor outlet air.
When the control is positioned to GND (pulled
out), warm compressor bleed valve air (P 2.5 )
mixes with hot compressor outlet air (P 3 ) in
the mixer/muffler.
Use the GND position during ground operation
when warm compressor bleed valve air (P2.5) is
available below 89% Ng (PT6A-114) or 92% Ng
(for PT6A-114A engines) and when the bleed
11-6
When the control is positioned to FLT (pushed
in), cabin return air mixes with the hot compressor outlet air (P 3 ) 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 (P 2.5 ) , available at power settings below 92% N g for PT6A-114A engines,
exhausts overboard from the mixing air valve.
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.
AFT CABIN–PULL Position
The AFT CABIN-PULL 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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FWD CABIN–PUSH 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.
DEFROST–PULL Switch
The DEFROST-PULL 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 CABINPULL/FWD CABIN-PUSH control must be
pushed in for forward cabin air defrosting.
FWD CABIN–PUSH Switch
The FWD CABIN-PUSH push-pull switch directs heated air to the heater outlets behind the
instrument panel. When the control is positioned to FWD CABIN (pushed in), heated
air is directed to the four heater outlets behind
the instrument panel.
Figure 11-3. CABIN HEAT FIREWALL
SHUTOFF PULL OFF Knob
CAUTION
Do not position the CABIN HEAT
FIREWALL SHUTOFF PULL OFF
knob to OFF when the MIXING AIR
control is positioned to GND. 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.
CABIN HEAT FIREWALL SHUTOFF Knob
VENT AIR Control Knobs
A C A B I N H E AT F I R E WA L L S H U TO F F
PULL OFF knob is on the lower right side of
the center pedestal (Figure 11-3).
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.
When pulled out, the knob actuates two firewall shutoff valves to the off position: one in
the bleed-air supply line to the cabin heating
system and one in the cabin return air line. The
knob is to be pushed in, unless a fire is suspected in the engine compartment.
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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 progressively opens the wing shutoff
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 11-5. VENT PULL ON Knobs
EMERGENCY/ABNORMAL
PROCEDURES
For specific emergency/abnormal procedures,
refer to the POH/AFM.
Figure 11-4. VENT AIR Control Knobs
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.
VENT–PULL ON Knobs
Two VENT–PULL ON control 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 limitations procedures, refer to the
POH/AFM.
11-8
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
QUESTIONS
1. The minimum N g when operating the air
conditioning on the ground is:
A. 70%
B. 65%
C. 56%
D. 54%
2. What must be accomplished when operating the air conditioning on the ground if ITT
threatens to exceed 1,265°F or 685°C:
A. Advance the condition lever
B. Open outside air vents
C. Position AC FANS to HIGH
D. P o s i t i o n t h e B L E E D A I R H E AT
switch to ON
3. Operation of the air conditioner can cause
compass deviation of more than:
A. 10°
B. 15°
C. 18°
D. 20°
4. The air conditioning system is:
A. Powered by the propeller reduction
system
B. Electrically operated
C. Belt operated by the engine accessory section
D. Extracts energy from exhaust gases as
its power source
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FOR TRAINING PURPOSES ONLY
11-9
The information normally contained in this chapter
is not applicable to this particular aircraft.
The information normally contained in this chapter
can be found in Chapter 14—“Landing Gear and Brakes.”
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR SYSTEM ................................................................................................ 14-2
Description..................................................................................................................... 14-2
Components ................................................................................................................... 14-2
Operation ....................................................................................................................... 14-2
Limitations ..................................................................................................................... 14-2
Emergency/Abnormal .................................................................................................... 14-3
BRAKE SYSTEM................................................................................................................. 14-3
Description..................................................................................................................... 14-3
Components ................................................................................................................... 14-3
Operation ....................................................................................................................... 14-4
Limitations ..................................................................................................................... 14-4
Emergency/Abnormal .................................................................................................... 14-4
QUESTIONS ......................................................................................................................... 14-5
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
14-1
Landing Gear System............................................................................................. 14-2
14-2
Nose Gear Frangible Stop...................................................................................... 14-3
14-3
Brake Side .............................................................................................................. 14-3
14-4
Brake Fluid Reservoir ............................................................................................ 14-4
14-5
Parking Brake......................................................................................................... 14-4
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
This chapter describes the landing gear and brake system on the Cessna Caravan 208
G1000. Information is provided on the main and nose gear, shock absorption, and brakes.
GENERAL
The tricycle type landing gear on the Cessna
Caravan 208 G1000 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.
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The aircraft has a single disc brake on the
main landing gear wheels. The nosewheel has
no brake.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LANDING GEAR
SYSTEM
OPERATION
DESCRIPTION
The landing gear is a fixed-gear tricycle type
gear with a steerable nosewheel and two main
wheels (Figure 14-1).
COMPONENTS
Shock Absorption
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
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.
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
RIGHT MAIN
GEAR SPRING
RIGHT MAIN WHEEL
RIGHT MAIN
ATTACH TRUNNION
CENTER MAIN GEAR SPRING
AXLE FITTING
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
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
towing (Figure 14-2). The stop is attached by
a small cable, which retains the stop as an indication of possible nose gear damage.
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.
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
For additional information on limitations for
this aircraft, refer to the Pilot’s Operating
Handbook and FAA-approved Airplane Flight
Manual (POH/AFM).
EMERGENCY/ABNORMAL
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
Maximum fuel imbalance is 200
pounds.
Approach the airport with flaps at the FULL
(normal) 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.
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Figure 14-3. Brake Side
COMPONENTS
A brake fluid reservoir just forward of the
firewall on the left side of the engine compartment provides additional brake fluid for the
brake master cylinders (Figure 14-4). Check
the fluid in the reservoir for proper level prior
to each flight. Refill the reservoir with MILH-5606 hydraulic fluid.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 14-4. Brake Fluid Reservoir
Figure 14-5. Parking Brake
OPERATION
EMERGENCY/ABNORMAL
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.
Check the aircraft for the following signs of
impending brake failure, which include:
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 (Figure 14-5).
To apply the parking brake, set the brakes
with the rudder pedals and pull the handle
aft. To release the parking brake, push the
handle fully in.
For maximum brake life, keep the brake system properly maintained. For aircraft with
metallic brakes, which is most of the 208 and
208B aircraft, hard brake application is 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.
• Gradual decrease in braking action after
brake application
• Noise or dragging brakes
• Soft or spongy pedals
• Excessive travel and weak braking action
If potential brake failure is indicated, then the
brake system requires immediate attention.
If, during taxi or landing, braking action decreases, let up on the pedals and then reapply
the brakes with heavy pressure. If the brakes
become spongy or pedal travel increases,
pumping the pedals can build braking pressure.
If one brake becomes weak or fails, use the
other brake sparingly while using the opposite
rudder, as required to offset the good brake.
LIMITATIONS
For information on limitations for this aircraft, refer to the POH/AFM.
14-4
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CESSNA CARAVAN 208 GARMIN 1000 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
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
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Description..................................................................................................................... 15-2
Components ................................................................................................................... 15-2
Controls and Indications................................................................................................ 15-2
SECONDARY FLIGHT CONTROLS.................................................................................. 15-2
Wing Spoiler .................................................................................................................. 15-2
Trim Systems ................................................................................................................. 15-2
Operation ....................................................................................................................... 15-3
Emergency/Abnormal .................................................................................................... 15-4
Control Locks ................................................................................................................ 15-4
Stall Warning System..................................................................................................... 15-5
Wing Flap System.......................................................................................................... 15-5
Standby Flap System ..................................................................................................... 15-6
QUESTIONS ......................................................................................................................... 15-9
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ILLUSTRATIONS
Figure
Title
Page
15-1
Wing Spoiler .......................................................................................................... 15-2
15-2
Aileron Servo Tab .................................................................................................. 15-3
15-3
Aileron Trim Tab.................................................................................................... 15-3
15-4
AILERON TRIM Knob ......................................................................................... 15-3
15-5
ELEVATOR TRIM Wheel ..................................................................................... 15-3
15-6
Control Wheel Lock............................................................................................... 15-4
15-7
Rudder Lock........................................................................................................... 15-4
15-8
Stall Warning Vane................................................................................................. 15-5
15-9
Wing Flap............................................................................................................... 15-5
15-10
Wing Flaps Selector Lever and Position Indicator ................................................ 15-6
15-11
Overhead Panel ...................................................................................................... 15-7
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls on the Cessna Caravan 208 G1000. 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
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
Revision 0
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.
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CESSNA CARAVAN 208 GARMIN 1000 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 (Figure 15-1).
Ailerons
Ailerons on the outboard trailing edge of both
wings provide lateral (roll) control about the
longitudinal axis.
Rudder
The rudder, hinged to the trailing edge of the
vertical stabilizer, provides directional control
about the vertical axis (yaw).
Figure 15-1. Wing Spoiler
Elevator
The elevators on the trailing edge of the horizontal stabilizer provide longitudinal control about the lateral axis (pitch).
CONTROLS AND INDICATIONS
Control Yoke and Column
The pilot and copilot (front passenger) have
conventional control yokes and columns.
Control inputs are transmitted to the ailerons
and elevators through cables and bellcranks.
Rudder Pedals
Rudder pedals are provided for the pilot and
copilot (front passenger). Control inputs transmit to the rudder through cables. Depressing
the top of the nonadjustable rudder pedals activates the brakes.
15-2
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 (Figure 15-2).
TRIM SYSTEMS
Manually operated aileron, elevator, and rudder trim systems are provided. Aileron trimming is achieved by a trimmable servo tab
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Elevator trimming is accomplished through two
cable operated trim tabs using the ELEVATOR
TRIM wheel on the top left side of the control
pedestal (Figure 15-5).
Figure 15-2. Aileron Servo Tab
Figure 15-4. AILERON TRIM Knob
Figure 15-3. Aileron Trim Tab
attached to the right aileron (Figure 15-3).
The trim tab is connected mechanically to the
AILERON TRIM knob on the control pedestal
(Figure 15-4).
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.
Figure 15-5. ELEVATOR TRIM Wheel
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Rudder trimming is accomplished through the
RUDDER TRIM wheel on the control pedestal,
which is attached to the forward rudder torque
tube and nose gear steering pushrod by rotating the RUDDER TRIM wheel either left or
right to the desired trim position. Rotating
the RUDDER TRIM wheel to the right trims
nose right; conversely, rotating it to the left
trims nose left.
EMERGENCY/ABNORMAL
The ability to trim the rudder depends upon the
nose gear extending fully and locking into the
center position. If the nose gear is not locked
in the center position, moving the 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.
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.
Figure 15-6. Control Wheel Lock
The aircraft is equipped with a rudder gust
lock operated by an external handle on the
left side of the tail cone (Figure 15-7)
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.
CAUTION
Remove or unlock the control lock
and other types of locking devices
prior to starting or towing the aircraft.
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
trailing-edge down position. Proper installation of the lock places the flag over the left
sidewall switch panel.
15-4
Figure 15-7. Rudder Lock
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
STALL WARNING SYSTEM
The vane-type stall warning unit is in the leading edge of the left wing (Figure 15-8). It is
electrically connected to a stall warning horn
in the pilot overhead panel.
WARNING
The circuit breaker must be pushed
in for landing.
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 (Figure 159). The system is protected by the FLAP
MOTOR circuit breaker on the CB panel.
Figure 15-8. Stall Warning Vane
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.
Controls and Indications
The vane in the wing senses the change in airflow over the wing and operates the warning
horn at airspeeds of between 5 and 10 knots
above the stall in all configurations.
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 (Figure 15-10). The selector
lever is moved up or down in a slotted panel
that provides mechanical stops at the 10° and
20° positions. A white-tipped pointer on the
left side of the lever indicates flap position.
Emergency/Abnormal
The stall warning system is protected by a
STALL WARN circuit breaker, which can be
pulled to shut off the warning horn in the event
the vane sticks in the ON position.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
the POH /AFM for increase in approach speed
and landing distances).
SELECTOR LEVER
If both flaps cannot be retracted to a symmetrical setting, land as soon as practical while maintaining a minimum airspeed of 90 KIAS on the
approach. Avoid a nose-high flare on landing.
Flaps Fail to Extend or Retract
If flaps fail to extend or retract, check that the
FLAP MOTOR and STBY FLAP MOTOR
circuit breakers are pushed in. If flaps still
fail to extend or retract:
• Move the guarded and safety-tied STBY
FLAP MOTOR switch (overhead) by
breaking the safety wire and position the
switch to STBY.
POSITION INDICATOR
Figure 15-10. Wing Flaps Selector Lever
and Position Indicator
STANDBY FLAP SYSTEM
Limitations
Approved for:
• Takeoff range.......................... 0° to 20°
• Landing range ........................ 0° to 30°
Refer to the Pilot’s Operating Handbook and
the FAA Approved Airplane Flight Manual
(POH/AFM) for detailed information about
takeoff and landing performance.
Emergency/Abnormal
Asymmetric Flap Extension or
Retraction
If the aircraft experiences asymmetric (uneven) flap extension or an uncommanded flap
retraction, apply the ailerons and rudder to
stop the roll. Place the wing flaps selector to
the UP position, and reduce airspeed to 100
KIAS or less. If both flaps retract to a symmetrical setting, plan a flaps up landing (refer to
15-6
• Move the guard on the STBY FLAP
MOTOR switch; this breaks the safety
wire. Position the switch to the UP or
DOWN position. Hold the switch until
the flaps reach the desired position.
Release the switch before the flaps reach
their full up or full down travel.
A standby system can operate the flaps if the
primary system malfunctions. The standby
system includes (Figure 15-11):
• 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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 15-11. Overhead Panel
Operation
To operate the flaps with the standby system,
lift the guard and place the STBY FLAP
MOTOR switch in the STBY position.
Lift the guard and actuate the STBY FLAP
MOTOR UP–DOWN switch momentarily to
UP or DOWN as needed. Observe the flap position indicator while operating the standby
system. Since the standby flap system does not
have limit switches or dynamic breaking, actuation of the STBY FLAP MOTOR–UP
–DOWN switch must be stopped before the
flaps reach full up or down travel to prevent
damage to the flap motor mounts.
NOTE
Do not use the standby flap system
with the autopilot engaged. Doing so
runs the trim in the opposite direction.
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INTENTIONALLY LEFT BLANK
15-8
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QUESTIONS
1. The wing spoilers on the Caravan 208
G1000:
A. Are used as speed reduction devices
B. Improve lateral control of the aircraft
at low speeds
C. Increase the effectiveness of the flaps.
D. Balance control forces in the aileron
system
2. The rudder lock:
A. Must be pulled out during engine start
B. Must be pushed in to lock the rudder
C. Must be released before towing the
aircraft
D. Is on the center pedestal
3. The rudder trim system:
A. Operates a trim tab on the rudder
B. Is operated electrically
C. Moves only the rudder
D. Is controlled by a knob on the instrument panel
4. The standby flap system is operated:
A. Until the flaps reach their stops
B. U n t i l t h e f l a p p o s i t i o n i n d i c a t o r
reaches the desired setting
C. By using the crank on the overhead
panel
D. Hydraulically
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
OPERATION......................................................................................................................... 16-4
PFD/MFD Controls ....................................................................................................... 16-4
Automatic Flight Control System Controls................................................................... 16-5
Audio Panel Controls..................................................................................................... 16-8
Power Up ....................................................................................................................... 16-8
PFD Display ................................................................................................................ 16-10
MFD Display ............................................................................................................... 16-22
AUTOMATIC FLIGHT CONTROL SYSTEM.................................................................. 16-37
Flight Director ............................................................................................................. 16-40
Autopilot and Yaw Damper Operation ........................................................................ 16-42
HAZARD AVOIDANCE .................................................................................................... 16-45
XM Satellite Weather® ................................................................................................ 16-46
Maximum Permissible Exposure Level....................................................................... 16-47
Terrain Awareness and Warning System ..................................................................... 16-47
Traffic Advisory System.............................................................................................. 16-48
LIMITATIONS .................................................................................................................... 16-51
EMERGENCY/ABNORMAL ............................................................................................ 16-51
Stuck Microphone ....................................................................................................... 16-51
COM Tuning Failure ................................................................................................... 16-51
Revision 0
FOR TRAINING PURPOSES ONLY
16-i
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
PFD Failure ................................................................................................................. 16-51
Audio Panel Failure..................................................................................................... 16-52
Reversionary Mode...................................................................................................... 16-52
Failure Mode Effects for G1000® LRU Failures ........................................................ 16-52
QUESTIONS....................................................................................................................... 16-57
16-ii
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
16-1
Integrated Avionics System.................................................................................... 16-2
16-2
Garmin G1000® Integrated Avionics Architecture................................................ 16-3
16-3
PFD/MFD Controls................................................................................................ 16-4
16-4
Mode Controller (GMC 710)................................................................................. 16-6
16-5
Audio Panel Controls (GMA 1347)....................................................................... 16-8
16-6
PFD Initialization................................................................................................. 16-10
16-7
MFD Power Up Page........................................................................................... 16-10
16-8
Primary Flight Display (Default)......................................................................... 16-11
16-9
Additional PFD Information................................................................................ 16-12
16-10
Airspeed Indicator and Pointer at VMO ............................................................... 16-13
16-11
Attitude Indicator................................................................................................. 16-14
16-12
Slip/Skid Indicator ............................................................................................... 16-14
16-13
Altimeter .............................................................................................................. 16-14
16-14
Vertical Speed and Deviation Indicators (VSI and VDI) .................................... 16-15
16-15
Glide Slope Indicator........................................................................................... 16-15
16-16
Glidepath Indicator .............................................................................................. 16-16
16-17
Horizontal Situation Indicator (HSI) ................................................................... 16-16
16-18
Course Deviation Indicator.................................................................................. 16-16
16-19
Navigation Sources .............................................................................................. 16-17
16-20
Omni-Bearing Selector (OBS) Mode .................................................................. 16-18
16-21
Suspending Automatic Waypoint Sequencing..................................................... 16-18
16-22
Turn Rate Indicator and Trend Vector ................................................................. 16-18
16-23
HSI with Bearing and DME Information ............................................................ 16-19
Revision 0
FOR TRAINING PURPOSES ONLY
16-iii
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
16-24
Wind Data ............................................................................................................ 16-20
16-25
Marker Beacon Annunciations ............................................................................ 16-20
16-26
G1000® Alerting System ..................................................................................... 16-20
16-27
Traffic and TAWS Indications (Example) ........................................................... 16-21
16-28
Terrain Colors ...................................................................................................... 16-21
16-29
Current Radar Height........................................................................................... 16-22
16-30
ALT Setting (Timer/Refences/Window).............................................................. 16-22
16-31
RA as Altitude Source for MDA/DH .................................................................. 16-22
16-32
Altimeter Displaying the Ground Line (RAD ALT) ........................................... 16-22
16-33
Radar Altimeter Invalid Data ............................................................................... 16-22
16-34
MFD Normal Operations..................................................................................... 16-23
16-35
MFD Reversionary Mode .................................................................................... 16-23
16-36
Engine Indications ............................................................................................... 16-24
16-37
ITT Gauge Status Annunciations......................................................................... 16-25
16-38
Anti-Ice System Indications ................................................................................ 16-25
16-39
System Display .................................................................................................... 16-26
16-40
Anti-Ice System Indications (Optional)............................................................... 16-26
16-41
Page Menu Examples .......................................................................................... 16-27
16-42
Map Pages............................................................................................................ 16-28
16-43
Waypoint Pages.................................................................................................... 16-29
16-44
Auxiliary Pages.................................................................................................... 16-30
16-45
Nearest Page ........................................................................................................ 16-31
16-46
Flight Plan Pages ................................................................................................. 16-32
16-47
Procedure Pages ................................................................................................... 16-33
16-48
Selecting a COM Radio for Transmit.................................................................. 16-34
16-49
Switching COM Tuning Boxes............................................................................ 16-35
16-iv
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
16-50
Tuning 121.500 MHz........................................................................................... 16-35
16-51
NAV Frequency Tuning ....................................................................................... 16-35
16-52
Selecting a NAV Radio for Navigation ............................................................... 16-36
16-53
Selecting a NAV Radio Receiver......................................................................... 16-36
16-54
Intercom Controls ................................................................................................ 16-36
16-55
Volume/Squelch Control...................................................................................... 16-38
16-56
Clearance Recorder Play Function ...................................................................... 16-37
16-57
GFC 700 Mode Control Unit.............................................................................. 16-38
16-58
Additional AFCS Controls................................................................................... 16-39
16-59
PFD AFCS Display.............................................................................................. 16-41
16-60
Flight Director Selection Indications................................................................... 16-42
16-61
Autopilot and Yaw Damper Engaged .................................................................. 16-44
16-62
CWS Annunciation .............................................................................................. 16-45
16-63
Manual Autopilot Disengagement ....................................................................... 16-45
16-64
Yaw Damper Disengagement .............................................................................. 16-45
16-65
Automatic Autopilot and Yaw Damper Disengagement...................................... 16-45
16-66
Weather Data Link Page ...................................................................................... 16-46
16-67
MPEL Boundary .................................................................................................. 16-47
16-68
Terrain Altitude/Color Correlation for TAWS ..................................................... 16-48
16-69
Traffic Map Page ................................................................................................. 16-50
16-70
Stuck Microphone Alert....................................................................................... 16-51
16-71
COM Tuning Failure............................................................................................ 16-51
16-72
Frequency Section of PFD2 Display After PFD1 Failure ................................... 16-51
16-73
PDF1 Display After PFD2 Failure....................................................................... 16-52
16-74
Display Backup Button........................................................................................ 16-52
Revision 0
FOR TRAINING PURPOSES ONLY
16-v
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
TABLES
Table
Title
Page
16-1
PFD/MFD Controls................................................................................................ 16-5
16-2
Mode Controls........................................................................................................ 16-7
16-3
Audio Panel Controls ............................................................................................. 16-9
16-4
Automatic GPS CDI Scaling ............................................................................... 16-17
16-5
Radar Altimeter Sensitivity.................................................................................. 16-22
16-6
Indications and Description ................................................................................. 16-25
16-7
System Gauge Indications and Description......................................................... 16-27
16-8
Approach Types ................................................................................................... 16-34
16-9
ICS Isolation Modes ............................................................................................ 16-37
16-10
Flight Director Activation .................................................................................... 16-40
16-11
AFCS Status Alerts .............................................................................................. 16-42
16-12
Flight Director Vertical Modes ............................................................................ 16-43
16-13
Flight Director Lateral Modes ............................................................................. 16-44
16-14
Precipitation Intensity Levels .............................................................................. 16-47
16-15
TAWS Obstacle Colors and Symbology.............................................................. 16-48
16-16
TAWS Alerts Summary........................................................................................ 16-49
16-17
TAS Symbol Descriptions ................................................................................... 16-50
16-18
Failure Mode Effects for G1000® LRU Failures ................................................ 16-53
Revision 0
FOR TRAINING PURPOSES ONLY
16-vii
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 16
AVIONICS
INTRODUCTION
This chapter is an overview of the integrated avionics systems on the Cessna Caravan
208 G1000 ® .
GENERAL
The integrated avionics system presents flight
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 0
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).
FOR TRAINING PURPOSES ONLY
16-1
Figure 16-1. Integrated Avionics System
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
16-2
FOR TRAINING PURPOSES ONLY
Revision 0
Revision 0
HIGH-SPEED DATA BUS (ETHERNET)
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT
SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS
VHF COM
VHF NAV/LOC
GPS
GLIDE SLOPE
AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT
GPS OUTPUT
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
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
NO. 1 GIA 63W
INTEGRATED AVIONICS UNIT
GDC 74A #1
AIR DATA
COMPUTER
OAT
AIRSPEED
ALTITUDE
VERTICAL SPEED
GWX 68
ONBOARD
RADAR
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
OPERATION
PFD/MFD CONTROLS
The avionics system controls are on the primary flight display (PFD) and multifunction
display (MFD) bezels, the mode controller, and
the audio panel.
NAV VOL/ID KNOB
NAV FREQUENCY
TRANSFER KEY
The PFD/MFD controls are illustrated in
Figure 16-3 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.
COM FREQUENCY TRANSFER KEY
DUAL COM KNOB
DUAL NAV KNOB
COM VOL/SQ
KNOB
BARO KNOB
JOYSTICK
DIRECT-TO KEY ( )
MENU KEY
FPL KEY
PROC KEY
CLR KEY
ENT KEY
A
DUAL FMS KNOB
DETAIL A
Figure 16-3. PFD/MFD Controls
16-4
FOR TRAINING PURPOSES ONLY
Revision 1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-1. PFD/MFD CONTROLS
CONTROL
NAV VOL/ID knob
FUNCTION
Controls NAV audio volume level. Press to toggle the Morse code identifier audio ON
and OFF. Volume level is shown in the NAV frequency field as a percentage.
NAV frequency
transfer key
Toggles the standby and active NAV frequencies transfer key
Dual NAV knob
Tunes the standby frequencies for the NAV receiver (large knob for MHz; small knob
for kHz). Press to switch the tuning box (cyan box) between NAV1 and NAV2.
Joystick
Changes the map range when rotated. Activates the map pointer when pressed.
BARO knob
Sets the altimeter barometric pressure. Press to enter standard pressure (29.92).
Dual COM knob
Tunes the standby frequencies for the COM transceiver (large knob for MHz; small
knob for kHz). Press to switch the tuning box (cyan box) between COM1 and COM2.
COM frequency
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 is ON, data can be entered in the applicable window
by rotating the small and large knobs. The large knob moves the cursor on the page,
while the small knob selects individual characters for the highlighted cursor location.
MENU key
Displays a context-sensitive list of options. This list allows the user to access
additional features or make setting changes that relate to particular pages.
PROC key
Gives access to IFR departure procedures (DPs), arrival procedures (STARs), and
approach procedures (IAPs) for a flightplan. If a flightplan is used, available
procedures for the departure and/or arrival airport are automatically suggested.
These procedures can then be loaded into the active flightplan. If a flightplan is not
used, both the desired airport and the desired procedure can be selected.
ENT key
Validates or confirms a menu selection or data entry.
AUTOMATIC FLIGHT CONTROL
SYSTEM CONTROLS
The automatic flight control system (AFCS)
is controlled through the GMC 710 mode controller are illustrated in Figure 16-4 and described in Table 16-2.
Revision 1
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
16-6
HDG
KNOB
BC KEY
NAV KEY
CRS1
KNOB
FD KEY
XFR KEY
BANK KEY AP KEY
YD KEY
ALT KEY
VS KEY
ALT SEL VNV KEY
KNOB
Revision 1
Figure 16-4. Mode Controller (GMC 710)
FLC KEY
NOSE
UP/DN
WHEEL
SPD KEY
CRS2 KNOB
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
HDG KEY APR KEY
Revision 0
Table 16-2. MODE CONTROLS
HDG key
Selects/deselects heading select mode.
APR key
Selects/deselects approach mode.
NAV key
Selects/deselects navigation mode.
FD key
Activates/deactivates the FD in the default pitch and roll modes. If the autopilot is
engaged, the FD key is disabled.
Switches the autopilot between the pilot and the copilot FDs. This selection
also selects which air data computer (ADC) is communicating with the active transponder and
which PFD triggers the altitude alert. Upon power-up, the pilot-side FD is selected.
ALT key
Selects/deselects altitude hold mode.
VS key
Selects/deselects vertical speed mode.
FLC key
Selects/deselects flight level change mode.
CRS2 knob
Sets the copilot-selected course on the horizontal situation indicator (HSI) of PFD2 when the
VOR1, VOR2, or OBS/SUSP mode is selected. Pressing this knob centers the course deviation
indicator (CDI) on the currently selected VOR. The copilot-selected course provides course
reference to the copilot FD when operating in navigation and approach modes.
SPD key
Disabled on Caravan. If pressed, “SPD NOT AVAIL” is annunciated on the PFD.
NOSE UP/DN
wheel
Controls the active mode reference for the pitch, vertical speed, and flight level
change modes.
VNV key
ALT SEL knob
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.
16-7
Sets the selected heading on the HSI. When operating in heading select mode, this knob
provides the heading reference to the FD.
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
XFR key
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
AUDIO PANEL CONTROLS
POWER UP
The audio panel controls are illustrated in
Figure 16-5 and described in Table 16-3.
During system initialization, test annunciations are displayed (Figure 16-6). All system
annunciations disappear typically within 1
minute of power-up.
COM1 MIC
COM1
COM2 MIC
COM2
COM3 MIC
COM3
COM 1/2
PA
MKR/MUTE
TEL
SPKR
HI SENS
DME
NAV1
ADF
NAV2
AUX
MAN SQ
PILOT
PILOT KNOB
PLAY
COPLT
PASS KNOB
REVERSIONARY MODE
(DISPLAY BACKUP) BUTTON
Figure 16-5. Audio Panel Controls (GMA 1347)
16-8
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-3. AUDIO PANEL CONTROLS
COM1 MIC
COM1
COM2 MIC
COM2
COM3 MIC
COM3
COM 1/2
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.
When selected, audio from the No. 1 COM receiver can be heard.
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.
Not used on Cessna Caravan aircraft.
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 the passenger address system. The selected COM transmitter is deselected when
the PA key is pressed.
SPKR
Pressing this key selects and deselects the corresponding cockpit speaker. COM and NAV
receiver audio can be heard on the speaker.
MKR/MUTE
HI SENS
Mutes the currently received marker beacon receiver audio. Unmutes when new marker
beacon audio is received. Also, stops play of the clearance recorder.
Press to increase marker beacon receiver sensitivity. Press again to return to normal.
DME
Pressing turns distance measuring equipment (DME) audio on or off.
NAV1
When selected, audio from the No. 1 NAV receiver can be heard.
ADF
Pressing turns on or off the audio from the automatic direction finder (ADF) receiver.
NAV2
When selected, audio from the No. 2 NAV receiver can be heard.
AUX
Not used on Cessna Caravan aircraft.
MAN SQ
Press to enable manual squelch for the intercom. When active, press the PILOT knob to
illuminate SQ. Turn the PILOT/PASS knobs to adjust squelch.
PLAY
Press once to play the last recorded audio. Pressing the PLAY key during play begins playing
the previously recorded memory block. Each subsequent press of the PLAY key begins
playing the next previously recorded block. Press the MKR/MUTE key to stop play.
PILOT
Pressing selects the pilot intercom isolation. Press again to deselect pilot isolation.
COPLT
Pressing selects the copilot intercom isolation. Press again to deselect copilot isolation.
PILOT knob
Press to switch between volume and squelch control as indicated by the VOL or SQ being
illuminated. Turn to adjust intercom volume or squelch. The MAN SQ key must be selected
to allow squelch adjustment.
PASS knob
Turn to adjust copilot/passenger intercom volume or squelch. The MAN SQ key must be
selected to allow squelch adjustment.
Reversionary Pressing manually selects reversionary mode.
mode (display
backup) button
Revision 1
FOR TRAINING PURPOSES ONLY
16-9
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 16-6. PFD Initialization
Figure 16-7. MFD Power Up Page
Upon power-up, key annunciators illuminate
momentarily on the audio panels, the mode
controller, and the display bezels.
Pressing the ENT key acknowledges this information and displays the navigation map
page (MAP).
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.
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.
When the MFD powers up the MFD power-up
page displays the following information
(Figure 16-7):
• System version
• Copyright
• Land database name and version
• Obstacle database name and version
• Terrain database name and version
• Aviation database name, version, and
effective date
• ChartView ™ database information
• SafeTaxi ™ database information
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.
16-10
In normal mode, the right portion of the MFD
displays a full-color moving map with navigation information, while the left portion of the
MFD is dedicated to the engine instrument
system (EIS).
PFD DISPLAY
Increased situational awareness replaces the
traditional instruments on the panel with two
easy to scan PDFs that feature (Figure 16-8):
• Large horizons
•
•
•
•
•
Airspeed
Attitude
Altitude
Vertical speed
Course deviation information
FOR TRAINING PURPOSES ONLY
Revision 1
Revision 1
AFCS
STATUS BOX
GPS STATUS BOX
COM FREQUENCY BOX
NAV FREQUENCY BOX
FOR TRAINING PURPOSES ONLY
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
16-11
Figure 16-8. Primary Flight Display (Default)
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ATTITUDE
INDICATOR
SLIP/SKID
INDICATOR
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Each PFD also displays navigation, communication, terrain, traffic, and weather information (Figure 16-9).
Airspeed Indicator
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.
The airspeed indicator displays airspeed on a
rolling number gauge using a moving tape
(Figure 16-10). The true airspeed (TAS) is
The actual airspeed is displayed inside the
black pointer. The pointer remains black until
GLIDE SLOPE
INDICATOR
TRAFFIC
ANNUNCIATION
RADAR
ALTIMETER
HEIGHT
AFCS STATUS
ANNUNCIATION
MARKER BEACON ANNUNCIATION
COMPARATOR
WINDOW
SELECTED
HEADING
WIND DATA
INSET MAP
CAS MESSAGES
WINDOW
BEARING INFORMATION WINDOWS
DME INFORMATION
WINDOW
ALERTS WINDOW
MINIMUM DESCENT
ALTITUDE/DECISION
HEIGHT
SELECTED COURSE
Figure 16-9. Additional PFD Information
16-12
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
AIRSPEED TREND VECTOR
ACTUAL AIRSPEED
VSPEED REFERENCE
RED POINTER AT VMO
SPEED RANGES
TRUE AIRSPEED
Figure 16-10. Airspeed Indicator and Pointer at VMO
the aircraft reaches maximum operating speed
(V MO ), at which point it turns red.
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 (V MO ). The red range
is present for low speed awareness.
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 V MO, 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 16-11).
Revision 1
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°.
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°.
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.
Slip/Skid Indicator
The slip/skid indicator is the bar beneath the
roll pointer (Figure 16-12). The indicator
moves with the roll pointer and moves laterally away from the pointer to indicate lateral
acceleration.
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.
FOR TRAINING PURPOSES ONLY
16-13
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ROLL SCALE ZERO
SKY REPRESENTATION
ROLL POINTER
SLIP/SKID INDICATOR
ROLL SCALE
PITCH SCALE
HORIZON LINE
AIRCRAFT SYMBOL
(FORMATTED FOR
SINGLE-CUE
COMMAND BARS)
LAND REPRESENTATION
Figure 16-11. Attitude Indicator
SELECTED
ALTITUDE BUG
SELECTED
ALTITUDE
Figure 16-12. Slip/Skid Indicator
Altimeter
The altimeter displays 600 feet of barometric
altitude values at a time on a rolling number
gauge using a moving tape (Figure 16-13).
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
16-14
ALTITUDE
TREND
VECTOR
CURRENT
ALTITUDE
BAROMETRIC
SETTING
Figure 16-13. Altimeter
remains constant. The barometric pressure
setting is displayed below the altimeter in
inches of mercury (in Hg).
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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).
VNV TARGET
ALTITUDE
VERTICAL
SPEED
INDICATOR
VERTICAL
DEVIATION
INDICATOR
REQUIRED
VERTICAL
SPEED
tion with the TOD within 1 minute alert. Fullscale deflection (two dots) is 1,000 feet.
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 (Figure 16-15).
MARKER BEACON
ANNUNCIATION
VERTICAL
SPEED
POINTER
GLIDE SLOPE
INDICATOR
Figure 16-14. Vertical Speed and
Deviation Indicators
(VSI and VDI)
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 conjunc-
Revision 0
Figure 16-15. Glide Slope Indicator
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 16-16) appears as a magenta
diamond. If the approach type downgrades
past the final approach fix (FAF), then the NO
GP annunciation appears.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
meric 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.
The 360° HSI contains a CDI with a course
pointer, to/from indicator, and sliding deviation bar and scale (Figure 16-18). 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.
GLIDEPATH
INDICATOR
FLIGHT
PHASE
NAVIGATION
SOURCE
SCALE
Figure 16-16. Glidepath Indicator
Horizontal Situation Indicator
The HSI displays a rotating compass card in
a heading-up orientation (Figure 16-17).
Letters indicate the cardinal points, with nu-
CROSSTRACK
ERROR
CDI
Figure 16-18. Course Deviation Indicator
CURRENT HEADING
LUBBER LINE
TURN RATE/HEADING
TREND VECTOR
TURN RATE INDICATOR
SELECTED HEADING
SELECTED COURSE
CURRENT TRACK BUG
LATERAL DEVIATION SCALE
NAVIGATION SOURCE
FLIGHT PHASE
AIRCRAFT SYMBOL
HEADING BUG
COURSE POINTER
COURSE DEVIATION
INDICATOR (CDI)
TO/FROM INDICATOR
ROTATING COMPASS ROSE
Figure 16-17. Horizontal Situation Indicator (HSI)
16-16
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
The CDI can display the GPS or NAV (VOR,
localizer) navigation sources (Figure 16-19).
Color indicates the current navigation source:
magenta for GPS or green for VOR and LOC.
NAVIGATION SOURCE
SELECTED ON BOTH PFDS
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.
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 16-20).
Figure 16-19. Navigation Sources
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
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
Approach
(Non-precision with
vertical guidance)
LNAV + V
Approach
(LNAV/VNAV)
L/VNAV
Approach
(LPV)
LPV
1.0 nm decreasing to a specified course width, then
0.3 nm, depending on variables (see Figure 2-31)
Missed approach
MAPR
0.3 nm
1.0 nm decreasing to 350 feet depending on
variables (see Figure 2-30)
NOTE:
Flight phase annunciations are normally shown in magenta, but when cautionary conditions exist the
color changes to yellow.
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
OBS COURSE
GPS
SELECTED
OBS MODE
ENABLED
EXTENDED
COURSE LINE
OBS SOFTKEY
ENABLES OBS MODE
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 16-21).
16-18
Turn Rate Indicator
The turn rate indicator is directly above the rotating compass rose (Figure 16-22). 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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
Outside Air Temperature
Bearing Pointers
Wind Direction and Speed
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).
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.
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.
BEARING 1
POINTER
TUNING MODE
The OAT is displayed in degrees Celsius (°C)
by default in the lower left of the PFD.
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 16-25).
System Alerting
System alerting messages appear in the alerts
window (in the lower right corner of the PFD),
BEARING 2
POINTER
FREQUENCY
DISTANCE
DETAIL A
DME INFORMATION
WINDOW
NO
WAYPOINT
SELECTED
DISTANCE TO
BEARING SOURCE
STATION
IDENTIFIER
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
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
OPTION 1
OPTION 2
OPTION 3
NO DATA
DETAIL A
Figure 16-24. Wind Data
OUTER MARKER
MIDDLE MARKER
INNER MARKER
COMPARATOR
WINDOW
REVERSIONARY
SENSOR WINDOW
DETAIL A
A
ALTIMETER
Figure 16-25. Marker Beacon
Annunciations
ALERTS WINDOW
(Figure 16-26) 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.
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.
16-20
SOFTKEY
ANNUNCIATION
Figure 16-26. G1000® Alerting System
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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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 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).
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 16-27 and 16-28).
DETAIL A
DETAIL B
A
B
Figure 16-27. Traffic and TAWS
Indications (Example)
Reversionary sensor selection is annunciated
in a window on the right side of the PFD.
POTENTIAL IMPACT POINT
PROJECTED FLIGHT PATH
100' THRESHOLD
UNLIGHTED OBSTACLE
1,000'
Figure 16-28. Terrain Colors
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
Figure 16-30. ALT Setting (Timer/
Refences/Window)
Figure 16-31. RA as Altitude Source for
MDA/DH
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 16-29). The radar height
display becomes less sensitive as the height
above ground increases (Table 16-5). When the
radar altimeter is selected as the altitude source
for minimum descent altitude alerting function
(Figure 16-30), the color of the radar height
changes to yellow (Figure 16-31). A ground
line is shown on the altimeter to display the aircraft height relative to the ground (Figure 1632). If the data becomes invalid, the message RA
FAIL is displayed in yellow in place of the current radar height (Figure 16-33).
GROUND LINE
RADAR ALTIMETER
MINIMUMS BOX
Figure 16-32. Altimeter Displaying the
Ground Line (RAD ALT)
Figure 16-33. Radar Altimeter Invalid Data
MFD DISPLAY
Figure 16-29. Current Radar Height
Table 16-5. RADAR ALTIMETER
SENSITIVITY
RADAR HEIGHT
RANGE
SHOWN TO NEAREST
–40 TO 200 FEET
5 FEET
200 TO 1,500 FEET
10 FEET
1,500 TO 2,500 FEET
50 FEET
16-22
The MFD provides an alternate display for
essential flight instrumentation from either
PDF through the use of reversionary mode.
Engine Information System
Display
The EIS displays critical engine, fuel, and
electrical information on the left of the MFD
during normal operation (Figure 16-34). In
reversionary mode, the displays are reconfigured to present PFD symbology together with
the EIS (Figure 16-35).
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
The EIS information is on two displays, accessed using the ENGINE softkey on the MFD.
The ENGINE display is shown by default.
EIS
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.
Figure 16-34. MFD Normal Operations
The top of the EIS displays indicators for
torque, interstage turbine temperature (ITT),
gas generator speed, and propeller speed
(Figures 16-36 and 16-37, and Table 16-6). If
one of the optional ice protection systems is
installed, the amount of TKS fluid in gallons
(A-ICE GAL) or the propeller deicing heater
current (PROP AMPS) is displayed below the
electrical indicators (Figure 16-38).
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
Figure 16-35. 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 indicate 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 on the condition. If sensor data to an instrument becomes invalid or unavailable, a red
X appears across the instrument.
Revision 0
Figure 16-39 and Table 16-7 show the information displayed below the electrical indicator if the optional anti-ice system is installed
(Figure 16-40).
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 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 16-41).
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
TORQUE GAUGE
(TRQ FT-LB)
INTERSTAGE TURBINE
TEMPERATURE GAUGE
(ITT °C)
GENERATOR SPEED GAUGE
(NG% RPM)
PROPELLER SPEED
(PROP RPM)
OIL PRESSURE INDICATOR
(OIL PSI)
OIL TEMP INDICATOR
(OIL °C)
FUEL QUANTITY INDICATOR
(FUEL QTY LBS)
FUEL FLOW
(FFLOW PPH)
AMMETER
(BAT AMPS)
VOLTMETER
(BUS VOLTS)
PROPELLER HEAT
(PROP AMPS)
Figure 16-36. Engine Indications
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ENGINE OFF
ENGINE START
NORMAL
Figure 16-37. ITT Gauge Status Annunciations
Table 16-6. INDICATIONS AND DESCRIPTION
INDICATIONS
DESCRIPTION
Torque gauge (TRQ FT-LB)
Displays engine torque in foot-pounds (ft-lb). Warning indication is propeller-speed sensitive and
changes for speeds between 1,800 and 1,900 rpm. A light blue bug represents the
recommended cruise torque setting. The bug appears for certain combinations of propeller
speed, OAT, airspeed, and altitude.
Interstage turbine
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 (Figure 16-37).
Generator speed gauge
(NG % RPM)
Displays gas generator speed as a percentage
Propeller speed
(PROP RPM)
Displays propeller speed in revolutions per minute (rpm)
Oil pressure indicator
(OIL PSI)
Displays engine oil pressure in pounds per square inch (psi)
Oil temperature indicator
(OIL °C)
Displays engine oil temperature in °C
Fuel quantity indicator
(FUEL QTY LBS)
Displays quantities of fuel in pounds (lb) in the left (L) and right (R) tanks
Fuel flow (FFLOW PPH)
Displays current fuel flow in pounds per hour (pph)
Ammeter (BAT AMPS)
Displays DC current in amperes (amps) for the battery
Voltmeter (BUS VOLTS)
Displays DC bus voltage
Propeller heat
(PROP AMPS)
Displays propeller deicing heater current (Figure 16-38)
ANTI-ICE FLUID
PROPELLER HEAT
Figure 16-38. Anti-Ice System Indications
Revision 0
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
TORQUE GAUGE
INTERSTAGE TURBINE
TEMPERATURE GAUGE
GENERATOR
SPEED GAUGE
PROPELLER SPEED
FUEL QUANTITIES
FUEL FLOW
SET FUEL REMAINING
CALCULATED FUEL USED
AMMETER
VOLTMETER
Figure 16-39. System Display
ANTI-ICE FLUID
PROPELLER HEAT
Figure 16-40. Anti-Ice System Indications (Optional)
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-7. SYSTEM GAUGE INDICATIONS AND DESCRIPTION
INDICATIONS
DESCRIPTION
Torque gauge (TRQ FT-LB)
Displays engine torque in foot-pounds (ft-lb). Warning indication is propeller-speed sensitive and
changes for speeds between 1,800 and 1,900 rpm. A light blue bug represents the
recommended cruise torque setting. The bug appears for certain combinations of propeller
speed, OAT, airspeed, and altitude.
Interstage turbine
temperature gauge
(ITT °C)
Displays ITT in degrees Celsius (°C). Operating ranges differ for engine start and normal
operation. When the engine is running, STRT is annunciated above the temperature
readout. When the engine is off or shutting down, OFF is annunciated.
Generator speed gauge
(NG % RPM)
Displays gas generator speed as a percentage
Propeller speed
(PROP RPM)
Displays propeller speed in revolutions per minute (rpm)
Fuel quantities
(QTY L/R LB)
Displays quantities of fuel in pounds (lb) in the left (L) and right (R) tanks
Fuel flow (FFLOW PPH)
Displays current fuel flow in pounds per hour (pph)
Set fuel remaining
(LB REM)
Displays current fuel remaining in lb as set by the pilot and adjusted based on fuel flow since
last set.
Calculated fuel used
(LB USED)
Displays quantity of fuel used in pounds based on fuel flow since last reset.
Ammeter (GEN, ALT,
BAT AMPS)
Displays generator (GEN), alternator (ALT), and battery (BAT) currents in amperes (amps).
Voltmeter (BUS VOLTS)
Displays DC bus voltage.
Anti-ice (A-ICE GAL)
Displays anti-ice fluid in gallons.
Time remaining
(TIME REM)
Displays time remaining until anti-ice fluid is out.
NO OPTIONS WITH
NRST WINDOW
DISPLAYED ON
THE PFD
OPTIONS WITH
FPL WINDOWS
DISPLAYED
Figure 16-41. Page Menu Examples
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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 16-42).
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 16-42. Map Pages
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
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 directto key on any of the waypoint pages.
Communication and navigation frequencies
can be tuned automatically from various waypoint information (WPT) pages (Figure 16-43),
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.
AIRPORT
INFORMATION
PAGES
Figure 16-43. Waypoint Pages
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Waypoint Pages (WPT)
Auxiliary Pages (AUX)
The waypoint pages (WPT) provide the following types of information:
The auxiliary pages provide the following information (Figure 16-44):
• Airport information pages
°
°
°
°
°
• Trip planning
Airport information (INFO softkey)
• Utility
Departure information (DP softkey)
• GPS status
Arrival information (STAR softkey)
Approach information (APR softkey)
Weather information (WX softkey)
• Intersection information
• Nondirectional beacon (NDB) information
System setup:
• XM satellite pages
° XM information (INFO softkey)
° XM radio (RADIO softkey)
• System status
• VOR information
• User waypoint information
XM
Satellite
Pages
Figure 16-44. Auxiliary Pages
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NRST Pages
The NRST pages are:
The nearest airports page is the first in the
NRST page group because of its potential use
if an in-flight emergency occurs (Figure 1645). 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
• Nearest intersections
• Nearest NDB
• Nearest VOR
• Nearest user waypoints
• Nearest airports
• Nearest frequencies
• Information
• Nearest airspaces
• Runways
• Frequencies
• Approaches
Flight Plan Pages
In addition to the main page groups accessed
exclusively using the FMS knobs, pages for
flight planning (FPL) and loading procedures
Figure 16-45. Nearest Page
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
procedures (PROC) accessible using the bezel
key. In some instances, softkeys can be used
to access the procedure pages.
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 16-46):
• Active flight plan—Wide view, narrow
view (VIEW softkey)
• Flight plan catalog—Stored flight plan
(NEW softkey)
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.
16-32
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).
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.
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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
provided as a linear deviation from the desired path.
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.
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 16-47). 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:
• Departure loading
• Arrival 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 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/
LNAV+V, VNAV, 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 minima used. The active approach type is annunciated on the HSI
as shown in Table 16-8.
• Approach loading
Figure 16-47. Procedure Pages
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-8. APPROACH TYPES
HSI ANNUNCIATION
DESCRIPTION
LNAV
GPS approach using published
LNAV minima.
LNAV+V
GPS approach using published
LNAV minima. Advisory vertical
guidance is provided.
L/VNAV
(Available only if
WAAS equipped)
GPS approach using published
LNAV/VNAV minima.
LPV
(Available only if
WAAS equipped)
GPS approach using published
LPV minima.
Audio Panel
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 16-48). The COM transceiver is selected for transmission by pressing the COM
ACTIVE
FIELDS
EXAMPLE ON HSI
APPROACH
TYPE
• LNAV
• LNAV+V
• L/VNAV
• LPV
MIC keys on the audio panel. During audio reception from the selected COM radio, audio
from the other COM radio is muted.
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 k e y i s s e l e c t e d o n t h e a u d i o p a n e l .
Frequencies in the standby field are displayed
in white.
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
STANDBY
FIELDS
TOP SECTION OF
THE AUDIO PANEL
TUNING BOX
COM2 RADIO IS SELECTED
ON THE AUDIO PANEL
Figure 16-48. Selecting a COM Radio for Transmit
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
fields (Figure 16-49). 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.
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 16-50).
Selecting the Navigation Radio
The NAV frequency controls and frequency
boxes are on the left of the MFD and PFD
(Figure 16-51). 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.
Pressing the CDI softkey on the PFD selects
a NAV radio for navigation (Figure 16-52). The
selected NAV frequency is displayed in green.
To select a NAV radio receiver, press the corresponding keys on the audio panel (Figure 1653). Pressing the NAV1, NAV2, ADF, or DME
PRESS THE COM KNOB TO
SWITCH THE TUNING BOX FROM
ONE COM RADIO TO THE OTHER
Figure 16-49. Switching COM Tuning Boxes
PRESS FOR 2 SECONDS
TO LOAD 121.500 MHz
Figure 16-50. Tuning 121.500 MHz
TURN VOL/ID KNOB TO ADJUST
VOLUME. PRESS KNOB TO TURN
MORSE CODE ON OR OFF
PRESS THE FREQUENCY TRANSFER KEY TO
TRANSFER NAV FREQUENCIES BETWEEN
ACTIVE AND STANDBY FREQUENCY FIELDS
TURN THE NAV KNOB TO
TUNE THE FREQUENCY IN
THE TUNING BOX
Figure 16-51. NAV Frequency Tuning
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
STANDBY
FIELDS
TUNING
BOX
ACTIVE
FIELDS
THE NAV RADIO IS
SELECTED BY PRESSING
THE CDI SOFTKEY
Figure 16-52. Selecting a NAV Radio for Navigation
Figure 16-54. Intercom Controls
Figure 16-53. Selecting a NAV Radio
Receiver
key selects and deselects the navigation radio
source. Selected audio can be transmitted over
the headset and speaker (if selected). All radios
can be selected individually or simultaneously.
Intercom
The audio panel has a six-position intercom
system (ICS) and a stereo music input for the
pilot, copilot, and up to four passengers. The
intercom provides pilot and copilot isolation from the passengers and aircraft radios
(Figure 16-54).
16-36
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 16-9).
Copilot isolation is selected when the COPLT
annunciator illuminates. The copilot is isolated
from the selected radios, aural alerts and warnings, and everyone else. The pilot and passengers 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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-9. 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
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.
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 16-55).
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
P I L OT / PA S S k n o b h a s n o e ff e c t o n t h e
VOL/SQ selection.When the MAN SQ annunciator is illuminated (manual squelch), the
PILOT/PASS knob controls both volume and
squelch.
Revision 0
Clearance Recorder and Player
The audio panel contains a digital clearance
recorder that records up to 2.5 minutes of the
selected COM radio signal (Figure 16-56).
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.
AUTOMATIC FLIGHT
CONTROL SYSTEM
The GFC 700 is a AFCS fully integrated with
the avionics system (Figure 16-57). The
PLAY KEY
CONTROLS THE
MEMORY FUNCTION
Figure 16-56. Clearance Recorder Play
Function
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 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 16-55. Volume/Squelch Control
Figure 16-57. GFC 700 Mode Control Unit
AFCS functions are distributed across the
following LRUs:
The mode controller has the following main
functions:
• GDU 1040A PFDs (2)
Flight director (FD)
• GDU 1040A MFD
Autopilot (AP)
• GMC 710 mode controller
Yaw damper (YD)
• GIA 63W integrated avionics units
(IAUs) (2)
Manual electric pitch trim (MEPT)
• GSA 80 AFCS servos (2)
• GSA 81 AFCS servos (2)
• GSM 85 servo mounts (4)
16-38
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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
The flight director provides:
• C o m m a n d b a r s s h ow i n g p i t c h / r o l l
guidance
• 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 16-58):
AP TRIM
DISC
CONTROL WHEEL
STEERING
AP DISC switch (autopilot disconnect)—
Disengages the autopilot and yaw damper and
interrupts 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.
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.
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.
GO AROUND
MEPT
SWITCH
Figure 16-58. Additional AFCS Controls
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FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
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
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 (–15º, +20º) and
roll (22º) 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 16-10 (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.
AFCS Status Box
Flight director mode annunciations appear on
each PFD when the flight director is active
(Figure 16-59). 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.
Table 16-10. FLIGHT DIRECTOR ACTIVATION
CONTROL PRESSED
FLIGHT DIRECTOR
ACTIVATED
MODES SELECTED
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**
APR 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.
16-40
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LATERAL
MODES
ARMED
AUTOPILOT YAW
STATUS DAMPER
STATUS
VERTICAL MODES
ACTIVE
ACTIVE
ARMED
MODE
FLIGHT DIRECTOR
INDICATOR ARROW REFERENCE
SELECTED ALTITUDE
VERTICAL SPEED
REFERENCE
COMMAND BARS
SELECTED
HEADING
SELECTED
COURSE
GPS IS SELECTED
NAVIGATION SOURCE
Figure 16-59. PFD AFCS Display
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. When
the flight directors are switched, the vertical and
lateral modes revert to default (Figure 16-60).
Table 16-11 relates each vertical mode to its respective corresponding controls and annunciations. The mode reference displays next to
Revision 0
the active mode annunciation for altitude hold,
vertical speed, and flight level change modes.
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 16-11.
Table 16-12 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 autopilot guides the air-
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
PILOT FLIGHT
DIRECTOR SELECTED
COPILOT FLIGHT
DIRECTOR SELECTED
Figure 16-60. Flight Director Selection Indications
Table 16-11. AFCS STATUS ALERTS
CONTROL PRESSED
FLIGHT DIRECTOR
ACTIVATED
MODES SELECTED
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**
APR 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.
craft back to the selected heading/course upon
release of the CWS button (Figure 16-60).
trol. Autopilot controls the pitch and roll attitudes based on the flight director commands.
The annunciations described in Table 16-13
(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.
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 reduces Dutch roll tendencies and coordinates turns. It can operate independently of the autopilot and can be used
during normal hand-flight maneuvers.
AUTOPILOT AND YAW DAMPER
OPERATION
The autopilot and yaw damper operate the flight
control surface servos for automatic flight con-
16-42
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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-12. FLIGHT DIRECTOR VERTICAL MODES
VERTICAL
MODE
DESCRIPTION
Pitch Hold
Holds aircraft pitch attitude,
can be used to climb/descend
to the selected altitude
CONTROL ANNUNCIATION REFERENCE REFERENCE
RANGE
CHANGE
INCREMENT
(default)
PIT
*
ALTS
ALT key
ALT nnnnnFT
VS key
Selected Altitude Captures the selected altitude
Capture
Altitude Hold
Vertical Speed
Flight Level
Change
Vertical Path
Tracking
VNV Target
Altitude Capture
Glidepath
Holds current altitude reference
Holds aircraft vertical speed;
can be used to climb/descend
to the selected altitude
Holds aircraft airspeed (in IAS
or Mach) while aircraft climbs/
descends to the selected
altitude
Captures and tracks desent
leg on active vertical profile
TBD
0.5°
VS nnnn FPM
TBD
100 FPM
FLC nnn KT
TBD
1kt
FLC M. Nnn
TBD
M 0.01
FLC key
VNV key
VPTH
**
ALTV
Captures the vertical navigation
(VNV) target altitude
Captures and tracks the
WAAS glidepath on approach
GP
APR key
Glide Slope
Captures and tracks the ILS
glide slope on approach
Takeoff
(on ground)
Disengages the autopilot
and commands constant
pitch angle; wings
level on the ground in
preparation for takeoff
Go–around (in air) Disengages the autopilot
and commands constant
pitch angle; wings
level while in the air
GS
TO
TBD
GA
TBD
GA
switch
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the selected altitude is
captured instead of the VNV target altitude.
** ALTV is armed automatically under VPTH when the VNV target altitude is captured instead of the selected altitude.
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.
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
Revision 1
independently of the autopilot, if not already
engaged.
Autopilot and yaw damper status appear in
the center of the AFCS status box. Engagement
is indicated by green AP and YD annunciations
(Figure 16-61).
During autopilot operation, the aircraft can be
hand-flown without disengaging the autopilot.
Pressing and holding the CWS button disen-
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-13. FLIGHT DIRECTOR LATERAL MODES
LATERAL MODE
DESCRIPTION
CONTROL
ANNUNCIATION MAXIMUM ROLL
COMMAND LIMIT
Roll Hold
Holds the current
aircraft roll attitude
or rolls the wings
level, depending on the
commanded bank angle
(default)
ROL
TBD
Low Bank
Limits the maximum
commanded roll angle
BANK
key
*
TBD
Heading Select
Captures and tracks
the selected heading
HDG
key
HDG
TBD
GPS
TBD
VOR
TBD
LOC
TBD
BC
TBD
GPS
TBD
VAPP
TBD
LOC
TBD
TO
Wings level
GA
Wings level
Navigation, GPS Arm/
Capture/Track
Navigation, VOR Enroute
Arm/Capture/Track
Navigation, LOC ARM/Capture/
Track (no glide slope)
Backcourse Arm/Capture/
Track
Captures and tracks
he selected navigation
source (GPS, VOR, LOC)
Captures and tracks a
localizer signal for
backcourse approaches
NAV
key
BC key
Approach, GPS Arm/
Capture/Track
Approach, VOR Arm/
Capture/Track
Approach, ILS Arm/Capture/
Track (Glide slope mode
automatically armed)
Takeoff (on ground)
Go Around (in air)
Captures and tracks
the selected navigation
source (GPS, VOR, LOC)
Disengages the autopilot
and commands a constant
pitch angle and wings
level on the ground in
preparation for takeoff
Disengages the autopilot and commands a
constant pitch angle
and wings level while
in the air
APR
key
GA
switch
* 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.
AUTOPILOT
ENGAGED
YAW DAMPER
ENGAGED
Figure 16-61. Autopilot and Yaw Damper
Engaged
16-44
gages the pitch and roll servos from the flight
control surfaces and allows hand-flying of the
aircraft. At the same time, the flight director synchronizes to the aircraft attitude during the maneuver. CWS activity has no effect on yaw
damper engagement. A white CWS annunciation replaces the AP annunciation for the duration of CWS maneuvers (Figure 16-62).
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
• Yaw damper failure while both are
engaged
CONTROL WHEEL STEERING
• Stall warning (YD also disengages)
Figure 16-62. CWS Annunciation
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 16-63).
Figure 16-63. 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 16-64).
Figure 16-64. Yaw Damper
Disengagement
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:
• System failure
• Invalid sensor data
Revision 0
• Inability to compute default FD modes
(FD also disengages automatically)
Yaw damper disengagement is indicated by a
5-second flashing yellow YD annunciation
(Figure 16-65).
Figure 16-65. 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
GDL 69A XM ® satellite weather
° (Optional)
GWX 68 ™ airborne color weather
° radar
(Optional)
STORMSCOPE ® WX-500 series
° L-3
II weather mapping sensor (Optional)
• Terrain avoidance (TAWS)
• Traffic
® KTA 870 traffic advi° Honeywell
sory system (TAS)
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
XM SATELLITE WEATHER®
The XM Satellite Weather ® data provides information for avoiding hazardous weather. Do
not use XM weather information to penetrate
hazardous weather.
XM Satellite Weather ® is provided through the
optional GDL 69A, a remote data-link satellite 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 16-66). The map page is
the only map display capable of showing information for all available XM weather products.
GMX 68™ Airborne Color
Weather Radar
The optional GMX 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.
To focus radar scanning on specific areas, sector scanning offers pilot-adjustable horizontal scan angles of 20º, 40º, 60º, or 90º. A
vertical scanning function helps analyze storm
tops, gradients, and cell buildup activity at
various altitudes.
Figure 16-66. Weather Data Link Page
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
The radar has the following features:
MPEL
BOUNDARY
• 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.
11’ FOR 12” ANTENNA
• 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
The maximum permissible exposure level is
a zone in which the radiation level exceeds the
US government standard of 1 mW/cm2. It is
the semicircular area of at least 11 feet from
the 12-inch antenna (Figure 16-67). All 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 16-14.
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 re-
Revision 0
Figure 16-67. MPEL Boundary
Table 16-14. 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
MAGENTA
50 DBZ AND GREATER
>2
quired 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 (Figure 16-68 and
Table 16-15). The colors adjust automatically
as aircraft altitude changes and represent terrain,
obstacles, and potential impact points.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Aircraft Altitude
Terrain Above Aircraft Altitude
1000 Feet Threshold
1,000 Feet
Figure 16-68. Terrain Altitude/Color Correlation for TAWS
Table 16-15. TAWS OBSTACLE COLORS AND SYMBOLOGY
LIGHTED OBSTACLE
<1,000 ft AGL > 1,000 ft AGL
< 1,000 ft AGL > 1,000 ft AG
OBSTACLE SYMBOL
UNLIGHTED OBSTACLE
COLOR
RED
YELLOW
BLACK
Alerts are issued when flight conditions meet
the parameters set within TAWS software.
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 16-16 shows TAWS alert types
with corresponding annunciations and aural
messages.
16-48
TERRAIN/
OBSTACLE LOCATION
TERRAIN/OBSTACLE ABOVE OR
WITHIN 100 FEET BELOW
THE AIRCRAFT ALTITUDE
TERRAIN/OBSTACLE BETWEEN
100 FEET AND 1,000
FEET BELOW THE AIRCRAFT
ALTITUDE
TERRAIN/OBSTACLE MORE THAN
1,000 FEET BELOW THE AIRCRAFT
ALTITUDE
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.
Traffic is displayed according to traffic collision
avoidance system (TCAS) symbology using
four different symbols (Table 16-17).
FOR TRAINING PURPOSES ONLY
Revision 1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-16. TAWS ALERTS SUMMARY
ALERT TYPE
PFD/MFD
TAWS PAGE
ANNUNCIATION
EXCESSIVE DESCENT
RATE WARNING (EDR)
PULL UP
PULL-UP
REDUCED REQUIRED
TERRAIN CLEARANCE
WARNING (RTC)
PULL UP
TERRAIN - PULL-UP
IMMINATE TERRAIN IMPACT
WARNING (ITI)
PULL UP
MFD MAP PAGE
POP-UP ALERT
AURAL MESSAGE
“PULL UP”
OR
*
TERRAIN AHEAD - PULL-UP
TERRAIN AHEAD - PULL-UP
OR
*
TERRAIN - PULL-UP
REDUCED REQUIRED
OBSTACLE CLEARANCE
WARNING (ROC)
PULL UP
IMMINENT OBSTACLE
IMPACT WARNING (IOI)
PULL UP
“OBSTACLE, OBSTACLE; PULL UP, PULL UP”*
OR
“OBSTACLE AHEAD, PULL UP; OBSTACLE
AHEAD, PULL UP”
*
“OBSTACLE AHEAD, PULL UP; OBSTACLE *
AHEAD, PULL UP”
“OBSTACLE, OBSTACLE; PULL UP, PULL UP”
*
“CAUTION, TERRAIN; CAUTION, TERRAIN”*
OR
“TERRAIN AHEAD; TERRAIN AHEAD”
*
“TERRAIN AHEAD; TERRAIN AHEAD”*
OR
“CAUTION, TERRAIN; CAUTION, TERRAIN”
*
“CAUTION, OBSTACLE; CAUTION, OBSTACLE”*
OR
“OBSTACLE AHEAD; OBSTACLE AHEAD”
*
CAUTION - OBSTACLE
“OBSTACLE AHEAD; OBSTACLE AHEAD”*
OR
“CAUTION, OBSTACLE; CAUTION, OBSTACLE”
TOO LOW - TERRAIN
“TOO LOW, TERRAIN”
NONE
“FIVE HUNDRED”
“SINK RATE”
OBSTACLE AHEAD - PULL-UP
OBSTACLE AHEAD - PULL-UP
OR
OBSTACLE - PULL-UP
TERRAIN
IMMINENT TERRAIN IMPACT
CAUTION (ITI)
TERRAIN
CAUTION - TERRAIN
OR
TERRAIN AHEAD
TERRAIN AHEAD
OR
CAUTION - TERRAIN
REDUCED REQUIRED
OBSTACLE CLEARANCE
CAUTION (ROC)
TERRAIN
IMMINENT OBSTACLE
IMPACT CAUTION (IOI)
TERRAIN
“TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,*
PULL UP”
OR
“TERRAIN, TERRAIN; PULL UP, PULL UP”
*
OBSTACLE - PULL-UP
OR
REDUCED REQUIRED
TERRAIN CLEARANCE
CAUTION (RTC)
“TERRAIN, TERRAIN; PULL UP, PULL UP”*
OR
“TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,
PULL UP”
CAUTION - OBSTACLE
OR
OBSTACLE AHEAD
OBSTACLE AHEAD
OR
PREMATURE DESCENT
ALERT CAUTION (PDA)
TERRAIN
ALTITUDE CALLOUT “500”
NONE
EXCESSIVE DESCENT RATE
CAUTION (EDR)
TERRAIN
SINK RATE
NEGATIVE CLIMB RATE
CAUTION (NCR)
TERRAIN
DON’T SINK
OR
*
TOO LOW - TERRAIN
“DON’T SINK”*
OR
“TOO LOW, TERRAIN”
*INDICATES THE DEFAULT CONFIGURATION
Revision 0
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-17. TAS SYMBOL
DESCRIPTIONS
TAS SYMBOL
DESCRIPTION
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.
No threat traffic
Proximity advisory (PA)
Traffic advisory (TA)—Indicates potentially
hazardous intruding aircraft. Closing rate, distance, and vertical separation meet TA criteria.
Traffic advisory (TA)
Traffic advisory off scale
Nonthreat advisory (white diamond)—
Indicates that an intruding aircraft is at greater
OPERATING
MODE
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 16-69).
TRAFFIC ADVISORY, AIRCRAFT IS
200 FEET BELOW AND CLIMBING
TRAFFIC, OUT OF
RANGE
ALTITUDE
MODE
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 16-69. Traffic Map Page
16-50
FOR TRAINING PURPOSES ONLY
Revision 1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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.
LIMITATIONS
Navigation using the avionics system is not authorized north of 70° North latitude or south
of 70° South latitude because of unsuitable
magnetic fields near the North Pole and South
Pole. Additionally, operations are not authorized in the following two regions:
• North of 65° North latitude between longitude 75° W and 120° W (Northern
Canada).
• South of 55° South latitude between longitude 120° E and 165° E (region south
of Australia and New Zealand).
For more information on limitations refer to
the POH/AFM.
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 16-70).
Figure 16-70. Stuck Microphone Alert
COM TUNING FAILURE
If a tuning failure occurs in either COM radio,
the radio automatically tunes to the emergency frequency (121.500 MHz). Depending
on the failure mode, a red X can appear on the
frequency display (Figure 16-71).
PFD FAILURE
EMERGENCY/
ABNORMAL
Abnormal operation of the avionics system
includes failure of the system components and
associated equipment, including switches and
external devices.
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 16-72).
EMERGENCY CHANNEL
LOADED AUTOMATICALLY
Figure 16-71. COM Tuning Failure
Figure 16-72. Frequency Section of PFD2 Display After PFD1 Failure
Revision 0
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
If PFD2 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 16-73).
The COM2 emergency frequency is available to both the copilot and pilot.
Figure 16-74. Display Backup Button
Figure 16-73. PDF1 Display After PFD2
Failure
AUDIO PANEL FAILURE
If a failure occurs in the audio panel, a failsafe circuit connects the pilot headset and microphone directly to the COM1 transceiver.
Audio is not available on the speaker during
fail-safe operation.
REVERSIONARY MODE
The red DISPLAY BACKUP button selects
the reversionary mode (Figure 17-74).
FAILURE MODE EFFECTS FOR
G1000® LRU FAILURES
Table 16-18 describes the failure mode effects for the G1000 ® LRU failures.
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FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-18. FAILURE MODE EFFECTS FOR G1000® LRU FAILURES
FAILURE
EFFECT/INDICATION TO CREW
PFD #1 Failure
NOTE: If PFD #1 fails, PFD #2 is no longer
connected to the HSDB. Therefore, the only data that is
still valid on PFD #2 in this failure mode is GDC #2 data,
GRS #2 data, and GDL69A data (if installed).
NOTE: The Altair ADASd engine trend monitor (ETM)
still gathers engine data throughout this failure mode.
However, the failure prevents communication between
the ETM and the displays. Therefore, no ETM–related
messages are displayed to the crew, and no ETM–
related inputs to the display are received by the ETM.
MFD failure
Revision 0
• MFD enters reversionary mode
• GFC700 disconnects (abnormal disconnect tone)
• If flight director #1 (FD #1) is engaged, yaw damper
disconnects
• PFD2 enters reversionary mode, but receives no
engine, GPS, NAV, or COM data
• Red–X of COM1 and NAV1 on MFD
• Red–X of all COM and NAV on PFD2
• Red–X of XPDR1 on MFD (dual GTX installation only)
• Red–X of all EIS on PFD2
• Red–X of XPDR1 on PFD2
• Red–X of XPDR2 on PFD2 (dual GTX installation only)
• Red–X of clock on PFD2
• “NO COMP” annunciations for HDG, ROL, PIT, IAS,
and ALT on PFD2
• “GDL69 FAIL–GDL 69 has failed” alert message on
MFD (if installed)
• “GWX FAIL–GWX is inoperative” alert message on
PFD 2 (if installed)
• “XTALK ERROR–A flight display crosstalk error has
occurred” alert message on MFD and PFD2
• “XPDR1 FAIL–XPDR1 is inoperative” alert message
on MFD (dual GTX Installation only)
• “XPDR1 FAIL–XPDR1 is inoperative” alert message
on PFD2
• “XPDR2 FAIL–XPDR2 is inoperative” alert message
on PFD2 (dual GTX installation only)
• “GMA1 FAIL–GMA1 is inoperative” alert message on
PFD2
• “GPS NAV LOST–Loss of GPS navigation GPS fail”
alert message on PFD2
• “LOI” on HSI for GPS on PFD2
• “RA FAIL” on MFD and PFD2 (if installed)
• “IGNITION ON” alert displays regardless of igniter
state
• PFD1 enters reversionary mode
• PFD2 enters reversionary mode
• If FD #2 is selected, AP and YD disconnect (abnormal
disconnect tone)
• Red–X of COM2 and NAV2 on PFD1
• Red–X of COM2 and NAV2 on PFD2
• “XPDR2 FAIL–XPDR2 is inoperative” alert message
on PFD1 and PFD2 (dual GTX installation only)
• “XTALK ERROR–A flight display crosstalk error has
occurred” alert message on PFD1 and PFD2
• “GWX FAIL–GWX is inoperative” alert message on
PFD1 and PFD2 (if installed)
• “BOTH ON GPS1” annunciation on PFD1 and PFD2
• Loss of traffic data (if installed)
• Loss of Stormscope™ data (if installed)
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-18. FAILURE MODE EFFECTS FOR G1000® LRU FAILURES (cont)
FAILURE
EFFECT/INDICATION TO CREW
PFD #2 failure
• Loss of GDL69 data
• If FD #2 is selected, AP disconnect (abnormal
disconnect tone)
• “GDL69 FAIL–GDL 69 has failed” alert message
on PFD1
• “XTALK ERROR–A flight display crosstalk error has
occurred” alert message on PFD1
GIA #1 failure
• Red–X of COM1 and NAV1 on PFD1, PFD2, and MFD
• “AHRS1 GPS–AHRS1 using backup GPS source”
alert message on PFD
• “AHRS2 GPS–AHRS2 not receiving backup GPS
information” alert message on PFD
• “AFCS” annunciator, AP disconnect, and YD
disconnect (abnormal tone) FD #2 still functions
• “BOTH ON GPS2” annunciation
• “XPDR1 FAIL–XPDR1 is inoperative” alert message
(dual GTX installation only)
• “RA FAIL” (if radar altimeter installed)
• “IGNITION ON” alert displays regardless of
igniter state
NOTE: The Altair ADASd ETM communicates with the
G1000 through GIA #1. Therefore, the ETM is effectively
failed in this case.
GIA #2 failure
• Red–X of COM2 and NAV2 on PFD1, PFD2, and MFD
• “AFCS” annunciator, AP disconnect, and YD
disconnect (abnormal tone) FD #1 still functions
• “AHRS2 GPS–AHRS2 using backup GPS source”
alert message on PFD
• “AHRS1 GPS–AHRS1 not receiving backup GPS
information” alert message on PFD
• “BOTH ON GPS1” annunciation
• “XPDR2 FAIL–XPDR2 is inoperative” alert message
(dual GTX installation only)
• Traffic fail (if installed)
• Stormscope™ in fail (if installed)
GDC1 failure
• Red–X of OAT and TAS gauges on PFD 1
• Red–X of airspeed tape with “AIRSPEED FAIL”
displayed on PFD 1
• Red–X of altitude tape with “ALTITUDE FAIL” displayed
on PFD 1
•Red–X of VSI tape with “VERT SPEED FAIL” displayed
on PFD 1
• “AHRS TAS–AHRS not receiving airspeed” alert
message on PFD 1
• If airborne, PFD1 (and MFD if in reversionary mode)
autoreverts to ADC2 data
NOTE: The indications described occur on any
display which has ADC 1 sensor selected (the standard
configuration has ADC 1 selected on PFD 1.
GDC2 failure
NOTE: The indications described occur on any
display which has ADC 2 sensor selected (the standard
configuration has ADC 2 selected on PFD 2.
16-54
• Red–X of OAT and TAS gauges on PFD 2
• Red–X of airspeed tape with “AIRSPEED FAIL”
displayed on PFD 2
• Red–X of altitude tape with “ALTITUDE FAIL” displayed
on PFD 2
• Red–X of VSI tape with “VERT SPEED FAIL” displayed
on PFD 2
• “AHRS TAS–AHRS not receiving airspeed” alert
message on PFD 2
• If airborne, PFD2 autoreverts to ADC1 data
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-18. FAILURE MODE EFFECTS FOR G1000® LRU FAILURES (Cont)
FAILURE
EFFECT/INDICATION TO CREW
GMA failure
• “GMA1 FAIL–GMA1 is inoperative” alert message
on PFD
• No digital audio is available to the crew (fail-safe
COM1 is available to pilot headset).
GMU1 failure
On PFD 1:
• Red–X of HDG display
• Removal of any bearing pointers from compass rose
• OBS pointer parks at 12 o’clock
• “HDG FAULT–A magnetometer fault has occurred”
alert message on PFD
• If airborne, PFD1 (and MFD, if in reversionary mode)
autoreverts to AHRS 2 data
NOTE: The indications described occur on any
display which has AHRS 1 sensor selected (the
standard configuration has AHRS 1 selected on PFD 1.
GMU2 failure
NOTE: The indications described occur on any
display which has AHRS 2 sensor selected (the
standard configuration has AHRS 2 selected on PFD 2.
GEA failure
NOTE: Though the Altair ADASd ETM has not failed,
most engine parameters used by the ETM are supplied
by the GEA and are therefore unavailable to the ETM.
GTX failure
Revision 0
On PFD 2:
• Red–X of HDG display
• Removal of any bearing pointers from compass rose
• OBS pointer parks at 12 o’clock
• “HDG FAULT–A magnetometer fault has occurred”
alert message on PFD
• If airborne, PFD2 autoreverts to AHRS 1 data
Red–X of all EIS gauges
The following alerts no longer display:
• OIL PRESS LOW
• VOLTAGE LOW
• VOLTAGE HIGH
• ENGINGE FIRE
• RSVR FUEL LOW
• BATTERY OVHT (if NiCad installed)
• EMERG PWR LVR
• A–ICE PRESS LOW (if TKS installed)
• GENERATOR OVHT (if alert installed)
• BETA (if alert installed)
• DOOR UNLATCHED
• FUEL BOOST ON
• STBY PWR INOP
• ALTNR OVHT (if alert installed)
• FUEL PRESS LOW
• STARTER ON
• GENERATOR AMPS
• CHIP DETECT
• BATTERY HOT (if NiCad installed)
• A–ICE PRESS HI (if TKS installed)
• L FUEL LOW
• R FUEL LOW
• L–R FUEL LOW
The following alerts have only partial functionality:
• FUEL SELECT OFF
• PROP DE–ICE (if installed)
• “TRAFFIC FAIL–Traffic device has failed” alert
message on PFD
• Red–X with “XPDR FAIL” message on PFD
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 16-18. FAILURE MODE EFFECTS FOR G1000® LRU FAILURES (Cont)
FAILURE
EFFECT/INDICATION TO CREW
GRS1 failure
NOTE: The indications described can occur on any
display which has AHRS 1 sensor selected (the
standard configuration has AHRS 1 selected on PFD 1).
On PFD 1:
• Horizon background blackout
• Red–x over HDG and “ATTITUDE FAIL”
message on AI
• Removal of any bearing pointers from compass rose
• OBS pointer parks at 12 o’clock
• If airborne, PFD1 (and MFD, if in reversionary mode)
autoreverts to AHRS2 data
GRS2 failure
On PFD 2:
• Horizon background blackout
• Red–x over HDG and “ATTITUDE FAIL”
message on AI
• Removal of any bearing pointers from compass rose
• OBS pointer parks at 12 o’clock
• If airborne, PFD2 autoreverts to AHRS1 data
NOTE: The indications described can occur on any
display which has AHRS 2 sensor selected (the
standard configuration has AHRS 2 selected on
PFD 2).
Loss of GPS signal
• “AHRS GPS–AHRS not receiving backup GPS
information” alert message on PFD
• “AHRS GPS–AHRS not receiving any GPS
information” alert message on PFD
• “LOI” message appears on compass rose
• Loss of GPS signal strength observed on AUX–GPS
status page on MFD
• Aircraft symbol drops off of MFD map
• NRST waypoints all drop off of NRST page group
• Removal of affected GPS CDI indication from
compass rose
Loss of VOR/LOC signal
• Removal of affected VOR/LOC CDI indication from
compass rose
Loss of G/S signal
• Removal of affected LOC CDI indication from
compass rose
• Removal of GS diamond
• “NO GS” annunciation on GS scale
16-56
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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 go into reversionary
mode on both PFDs 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
Revision 0
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
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-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
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
Description..................................................................................................................... 17-2
Components ................................................................................................................... 17-2
Controls and Indications................................................................................................ 17-2
Operation ....................................................................................................................... 17-2
Limitations ..................................................................................................................... 17-4
Emergency/Abnormal .................................................................................................... 17-4
QUESTIONS ......................................................................................................................... 17-5
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
17-1
OXYGEN OFF-ON Lever and OXYGEN Gauge ................................................. 17-2
17-2
Oxygen Duration Chart.......................................................................................... 17-3
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 17
MISCELLANEOUS SYSTEMS
INTRODUCTION
This chapter describes the components, controls, and indications for the oxygen system
on the Cessna Caravan 208 G1000.
GENERAL
An oxygen system provides the supplementary
oxygen necessary for continuous flight at high
Revision 0
altitude or for use in the event smoke or other
toxic/noxious fumes are detected in the cabin.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
OXYGEN SYSTEM
DESCRIPTION
Passenger models of the aircraft have a 117cubic 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.
COMPONENTS
Figure 17-1. OXYGEN OFF-ON Lever and
OXYGEN Gauge
Oxygen Cylinder
Oxygen is supplied from a cylinder in the tail
cone and is reduced from cylinder pressure to
operating pressure by a regulator on the cylinder. A remote shutoff valve control lever in the
overhead console above the pilot and front
passenger seat controls an oxygen shutoff
valve, which is part of the regulator assembly.
Oxygen Outlets/Masks
In the 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
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.
CONTROLS AND INDICATIONS
Oxygen cylinder pressure is indicated by a pressure gauge on the overhead console, adjacent to
the OXYGEN OFF-ON lever (Figure 17-1).
17-2
OPERATION
Oxygen Duration
In order to make optimum use of the aircraft
and oxygen system, it is important that the
pilot understand the capabilities of the system
as well as the duration of the oxygen supply.
The oxygen duration chart (Figure 17-2) is
used to calculate the oxygen use time remaining in the system. The chart shown is for a 117
cubic-foot-capacity oxygen system.
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.
For example, with an oxygen pressure reading
of 1,100 psi at an altitude of 15,000 feet, the oxygen duration for one person is 9.5 hours. If more
than one person is using oxygen, divide the
time derived above by the number of persons
using oxygen.
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.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
(117 CUBIC FEET CAPACITY)
NOTE:
OXYGEN DURATION IN HOURS
= TOTAL HOURS DURATION
NUMBER OF PERSONS
Figure 17-2. Oxygen Duration Chart
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LIMITATIONS
Refer to the POH/AFM for information about
the limitations of this aircraft.
EMERGENCY/ABNORMAL
WARNING
Do not permit smoking when using
oxygen. Oil, grease, soap, lipstick,
lip balm, and other fatty materials
constitute a serious fire hazard when
in contact with oxygen. Be sure
hands and clothing are oil-free before
handling oxygen equipment.
Refer to the POH/AFM for information about
emergency/abnormal procedures.
17-4
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CESSNA CARAVAN 208 GARMIN 1000 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.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION ................................................................................................................. 18-1
GENERAL ............................................................................................................................ 18-1
Cold Weather Operation ................................................................................................ 18-1
Flight Profiles ................................................................................................................ 18-2
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ILLUSTRATIONS
Figure
Title
Page
18-1
Takeoff and Initial Climb ....................................................................................... 18-3
18-2
Takeoff—Engine Failure Immediately After Takeoff ............................................ 18-3
18-3
Balked Landing ...................................................................................................... 18-4
18-4
Landing Pattern ...................................................................................................... 18-5
18-5
Instrument Approach.............................................................................................. 18-6
18-6
Emergency Descent Procedures............................................................................. 18-7
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 18
MANEUVERS AND PROCEDURES
INTRODUCTION
This chapter provides information for performing maneuvers and procedures with the
Cessna Caravan 208 G1000. Flight profiles are provided for normal takeoff and initial
climb, engine failure immediately after takeoff, go-around, landing pattern, instrument
approach, and emergency descent procedures.
GENERAL
Flight profiles offer outlines on power lever
settings, propeller control settings, flap position,
degrees of pitch, rate of climb, airspeed, trim,
torque, weights, traffic patterns, rate of descent,
and minimum descent altitude (MDA) or decision height (DH). The profiles are used in normal and emergency operating procedures. Actual
in-flight procedures can differ due to aircraft
Revision 0
configuration, weight, weather, traffic, ATC instructions, etc. Procedures are consistent with
the Pilot Operating Handbook and Airplane
Flight Manual (POH/AFM). If a conflict develops between these procedures and the
POH/AFM, the POH/AFM procedures must be
followed.
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
COLD WEATHER OPERATION
Give special consideration to operation of the
aircraft fuel system during the winter or prior
to any flight in cold temperatures. Proper preflight draining of the fuel system eliminates
any free water accumulation. The use of an additive is required for anti-ice protection. Refer
to Section 8 of the POH/AFM for information
on proper use of additives.
Cold weather often causes conditions that require special care during aircraft operation.
Even small accumulations of frost, ice, or
snow must be removed from the wing, tail, and
all control surfaces to ensure satisfactory flight
performance. Control surfaces must be free of
any internal accumulation of ice or snow.
Use an external preheater to reduce wear and
abuse to the engine and the electrical system.
Preheating lowers the viscosity of the oil
trapped in the oil cooler prior to starting in extremely cold temperatures.
Use an auxiliary power unit (APU) when ambient temperatures are below 0°F (–18°C).
Proper engine warmup ensures that oil temperature is in the green arc (10–99°) prior to flight
operations.
If snow or slush covers the takeoff surface, allowance must be made for takeoff distances,
which increase as the snow or slush depth increases. The depth and consistency of this
cover can prevent takeoff in many instances.
FLIGHT PROFILES
The following pages depict typical flight and maneuver profiles (Figures 18-1 through 18-6).
The flight profiles are not meant to replace established procedures but to provide a suggested
safe method for pilots without established procedures. The power settings shown are approximate while the airspeeds are the minimum
recommended. The distances and speeds shown
are not intended to replace those found in the
POH/AFM. Consult the POH/AFM prior to and
during each flight for detailed information.
18-2
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
AFTER TAKEOFF
OBSTACLES CLEARED:
1. AIRSPEED 85 KIAS—FLAPS 10˚
2. AIRSPEED 95 KIAS—FLAPS 0˚
3. CRUISE CLIMB—110-120 KIAS
ROTATE
1. ROTATE—70-75 KIAS
INITIAL CLIMB
1. CLIMB SPEED—85-95 KIAS
BRAKE RELEASE
1. BRAKES—APPLY
2. POWER—SET FOR TAKEOFF
3. ANNUNCIATIONS—CHECK
4. BRAKES—RELEASE
BEFORE TAKEOFF
1. BEFORE TAKEOFF CHECKLIST—
COMPLETE
2. WINGS FLAPS—20˚
Figure 18-1. Takeoff and Initial Climb
WHEN PILOT DUTIES PERMIT, COMPLETE THE
APPROPRIATE CHECKLIST EMERGENCY ITEMS
AT ROTATE SPEED SMOOTHLY ROTATE
THE AIRCRAFT TO AN 8-10° NOSEUP
ATTITUDE
AIRSPEED—85 KIAS WITH 20° FLAPS
LOSS OF ENGINE
AFTER LIFTOFF
Figure 18-2. Takeoff—Engine Failure Immediately After Takeoff
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
MAXIMUM THRUST
SECONDARY CLIMB
OBSTACLES CLEARED:
1. AIRSPEED 85 KIAS—FLAPS 10˚
2. AIRSPEED 95 KIAS—FLAPS 0˚
3. CRUISE CLIMB CHECKLIST—
COMPLETE
FINAL APPROACH
INITIAL CLIMB
1. BEFORE LANDING CHECKLIST—
COMPLETE
2. LANDING CHECKLIST—
COMPLETE
1. POWER LEVER—ADVANCE FOR
TAKEOFF POWER
2. PITCH—ROTATE NOSE SMOOTHLY
TO 8˚-10˚ NOSE UP
3. WING FLAPS—20˚
4. AIRSPEED—80 KIAS (MIN)
400' AGL (MIN)
"GO-AROUND"
AIRPORT
Figure 18-3. Balked Landing
18-4
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
WHEN CLEAR OF RUNWAY
1. AFTER LANDING CHECKLIST—COMPLETE
LANDING ASSURED AND
LINED UP WITH RUNWAY
1. AIRSPEED—80 KIAS
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
3. WING FLAPS—30˚
4. RETARD POWER LEVER TO
IDLE DURING FLARE OR AT
TOUCHDOWN
PATTERN ENTRY
1. BEFORE LANDING CHECKLIST—
COMPLETE
2. WING FLAPS—10˚
3. TORQUE—AS REQUIRED
4. AIRSPEED—120 KIAS OR BELOW
ABEAM LANDING POINT
1. AIRSPEED—100 KIAS
2. TORQUE—AS REQUIRED
3. LANDING CHECKLIST—COMPLETE
FINAL TURN
1. AIRSPEED—90 KIAS
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
3. WING FLAPS—20˚
Figure 18-4. Landing Pattern
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
OUTSIDE IAF
PROCEDURE TURN OUTBOUND
1. BEFORE LANDING
CHECKLIST—COMPLETE
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
PRIOR TO FIX
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
4. LANDING CHECKLIST—COMPLETE
AT THE FINAL FIX
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS
LANDING ASSURED AND
LINED UP WITH RUNWAY
1. TORQUE—AS REQUIRED FOR LANDING
2. WING FLAPS—CONSIDERED
3. AIRSPEED—80 KIAS
NOTE:
FINAL LANDING CONFIGURATION AND AIRSPEED SHOULD BE
ESTABLISHED BEFORE FINAL APPROACH FIX PASSAGE, IF
PROXIMITY OF THE FINAL APPROACH FIX TO THE AIRFIELD
DICTATES.
Figure 18-5. Instrument Approach
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
INITIAL
DESCENT
1. ATC TRANSPONDER CODE—7700
2. NOTIFY AIR TRAFFIC CONTROL
3. REQUEST ALTIMETER SETTING
SMOOTH AIR:
1. SEATS, SEAT BELTS, SHOULDER
HARNESSES—SECURE
2. POWER LEVEL—IDLE
3. PROPELLER CONTROL LEVER—MAX
(FULL FORWARD)
4. WING FLAPS—10˚
5. AIRSPEED—175 KIAS
LEVEL-OFF
1. AT 1,000' TO 2,000'
ABOVE DESIRED ALTITUDE,
INITIATE THE LEVEL OFF
PROCEDURES
2. CRUISE CHECKLIST—
COMPLETE (WHEN PILOT
DUTIES PERMIT)
ROUGH AIR:
1. SEATS, SEAT BELTS, SHOULDER
HARNESSES—SECURE
2. POWER LEVER—IDLE
3. PROPELLER CONTROL LEVER—MAX
(FULL FORWARD)
4. WING FLAPS—0˚
5. AIRSPEED—VA
WEIGHTS AND AIRSPEEDS:
208 AND 208 CARGO MASTER
8,000 LB
150 KIAS
6,300 LB
134 KIAS
4,500 LB
115 KIAS
208B AND 208B SUPER CARGO MASTER
8,750 LB
148 KIAS
7,500 LB
137 KIAS
6,250 LB
125 KIAS
5,000 LB
112 KIAS
Figure 18-6. Emergency Descent Procedures
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION ................................................................................................................. 19-1
DESCRIPTION ..................................................................................................................... 19-2
Terminology................................................................................................................... 19-2
Weight and Balance Computation Form ....................................................................... 19-3
Fuel Weight and Moment .............................................................................................. 19-3
Baggage/Cargo Loading ................................................................................................ 19-9
Passenger Seating Configuration................................................................................. 19-16
Weights ........................................................................................................................ 19-16
Center-of-Gravity Limits ............................................................................................. 19-20
Flight Load Factor Limits............................................................................................ 19-21
Sample Weight and Balance Problems........................................................................ 19-21
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ILLUSTRATIONS
Figure
Title
Page
19-1
Center-of-Gravity Moment Envelope—208B........................................................ 19-6
19-2
Center-of-Gravity Limits—208B........................................................................... 19-7
19-3
Internal Cabin Loading Arrangement .................................................................... 19-9
19-4
Maximum Zone/Compartment Loading and Internal Cabin Dimensions........... 19-11
19-5
Cargo Partition Net .............................................................................................. 19-13
19-6
Typical Cargo Restraint Methods ........................................................................ 19-14
19-7
Cargo Pod Specifications .................................................................................... 19-15
19-8
Cargo Pod Loading Arrangement ........................................................................ 19-16
19-9
Cargo Door Opening Restraining Net ................................................................. 19-17
19-10
Cargo Tiedown Attachments................................................................................ 19-18
19-11
Optional Seating Arrangements (208B Passenger Version) ................................ 19-19
TABLES
Table
Title
Page
19-1
Aircraft Weight Limitations ................................................................................... 19-2
19-2
Weight and Balance Record (Loading Manifest) .................................................. 19-4
19-3
Fuel JP 6.7 LBS/Gal at 60°F ................................................................................. 19-5
19-4
Fuel AV Gas 6.0 LBS/Gal at 60°F......................................................................... 19-8
19-5
Maximum Certified Weights................................................................................ 19-20
19-6
Standard Aircraft Weights.................................................................................... 19-20
19-7
Specific Loading .................................................................................................. 19-20
19-8
Loading Table—208B.......................................................................................... 19-21
19-9
Weight and Balance Computation—208B........................................................... 19-22
19-10
Revised Weight and Balance Computation—208B............................................. 19-22
19-11
Landing Weight and Balance Computation—208B ............................................ 19-22
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 19
WEIGHT AND BALANCE
INTRODUCTION
This chapter describes the weight and balance information for the Cessna Caravan 208
G1000 aircraft. Information includes common terminology, applicable forms, tables, and
graphs used in determining that the aircraft meets the manufacturer’s weight and center-of-gravity (CG) limitations. Each section includes a sample of the charts and graphs
and their use.
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19-1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
DESCRIPTION
cruise, and landing performance also are adversely affected.
This section describes how to ensure that the
aircraft is operated within its weight and CG
limitations. Two methods for determining weight
and balance are shown: the Weight and Balance
Computation Form and the Loading Manifest.
In order to achieve its performance and flight
characteristics, the aircraft must be flown
within the approved weight and CG limits.
Although the aircraft offers flexibility of loading, it cannot be flown with normal crew, full
fuel tanks, and both cabin and cargo pod loading zones filled to maximum capacity.
Use the loading flexibility to ensure that the
aircraft does not exceed its maximum weight
limits and is loaded within the CG range before takeoff (Table 19-1).
Routinely determine the balance of the aircraft since it is possible to be within the maximum weight limits and still exceed the CG
limits. An aircraft loading that exceeds the
forward CG limit can place heavy loads on the
nosewheel and cause the aircraft to be more difficult to rotate for takeoff or flare during landing. If the CG is too far aft, the aircraft can
rotate prematurely on takeoff, depending upon
trim settings. A properly loaded aircraft performs as intended. Before the aircraft is licensed, a basic empty weight, CG, and moment,
are computed. Specific information about the
weight, arm, moment, and installed equipment
for a particular aircraft as delivered from the
factory can be found in the plastic envelope in
the back of the Pilot’s Operating Handbook and
Airplane Flight Manual (POH/AFM).
Table 19-1. AIRCRAFT WEIGHT
LIMITATIONS
208B
Maximum Ramp Weight
8,785
Maximum Takeoff Weight
8,750
Maximum Weight–Icing Cargo Pod
8,550
Maximum Weight–Icing Cargo Pod Removed
8,750
Maximum Landing Weight
8,500
Weight is the basis for numerous flight and structural characteristics. Flights at excess weight
are possible and can be within the performance
capability of the aircraft, but loads for which the
aircraft was not designed can be imposed on the
structure, especially during landing.
Flight at weights over the maximum takeoff
weight can be a contributing factor in an accident, especially when combined with other
factors such as temperature, field elevations,
and runway conditions. As weight increases,
takeoff speed and stall speeds increase. During
takeoff, the rate of acceleration decreases and
the required takeoff distance increases. Climb,
19-2
WARNING
It is the pilot responsibility to ensure
that the aircraft is loaded properly.
Operations outside of prescribed
weight and balance limitations can
result in an accident and serious or
fatal injury.
TERMINOLOGY
Arm—Horizontal distance from the reference
datum to the CG of an item.
Basic empty weight—Standard empty weight
plus the weight of optional equipment.
CG—Point at which an aircraft balances if
suspended. Its distance from the reference
datum is found by dividing the total moment
by the total weight of the aircraft.
CG arm—Arm obtained by adding the aircraft
individual moments and dividing the sum by
the total weight.
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CG limits—Extreme CG locations within
which the aircraft must be operated at a given
weight.
Mean aerodynamic chord (MAC)—MAC of a
wing is the chord of an imaginary airfoil,
which throughout the flight range has the same
force vectors as those of the wing.
Maximum landing weight—Maximum weight
approved for the landing touchdown.
Maximum ramp weight—Maximum weight
approved for ground maneuver. It includes
the weight of start, taxi, and runup fuel.
Cessna Weight and Balance Computation
form (Table 19-2).
• Enter the basic empty weight and moment from the most current line of the
weight and balance record.
• Record the total amount of fuel in pounds
on the aircraft and determine the moment
by reading directly from Table 19-3.
• List the weight of the pilot, flight case, passengers, and cargo, including cargo pod,
if installed. Determine the moment, per
thousand, from Table 19-4 for each weight.
Maximum takeoff weight—Maximum weight
approved for the start of the takeoff roll.
• Total all weights and moments, and then
divide that sum by1,000. The new value
must not exceed the maximum ramp
weight of the aircraft.
Moment—Product of the weight of an item
multiplied by its arm. (Moment divided by
the constant 1,000 is used in the POH to simplify balance calculations by reducing the
number of digits.)
• Allowing 35 pounds of fuel for taxiing,
calculate the weight and balance for
takeoff. This value must not exceed the
maximum takeoff weight and the moment must fall within the CG envelope
(Figures 19-1 and 19-2).
Reference datum—Imaginary vertical plane
100 inches forward of the front face of the
firewall.
Standard empty weight—Weight of a standard aircraft including unusable fuel, full operating fluids, and full engine oil.
Station—Location along the aircraft fuselage
given in terms of the distance from the reference datum.
Tare—Weight of chocks, blocks, stands, etc.
used when weighing an aircraft, and is included in the scale readings. Tare is deducted
from the scale reading to obtain the actual
(net) aircraft weight.
WEIGHT AND BALANCE
COMPUTATION FORM
The following information can help ensure
operation of the aircraft within the prescribed
weight and CG limitations when using the
Revision 1
• Using the appropriate performance charts
from Section 5 of the approved POH, determine the fuel burn for the proposed
trip. Then deduct the weight of fuel burned
from the takeoff weight and moment figures and verify that the landing weight and
CG are within the limits.
FUEL WEIGHT AND MOMENT
Information on the fuel weight and moment tables in the POH and Table 19-3 are based on average fuel density at a fuel temperature of 60°F
(15°C). However, fuel weight increases approximately 0.1 pounds per gallon (ppg) for each
25°F decrease in fuel temperature. Therefore,
when environmental conditions are such that the
fuel temperature is different from that shown in
the chart headings, a new fuel weight calculation is to be made using the 0.1 ppg increase in
fuel for each 25°F decrease in fuel temperature. For example, on the table for Jet A fuel,
the weight is based on fuel having an average
density of 6.7 ppg. For this example, assume that
the tanks are completely filled and the fuel tem-
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19-3
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 19-2. WEIGHT AND BALANCE RECORD (LOADING MANIFEST)
19-4
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 19-3. FUEL JP 6.7 LBS/GAL AT 60°F
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19-5
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 19-1. Center-of-Gravity Moment Envelope—208B
19-6
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 19-2. Center-of-Gravity Limits—208B
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 19-4. FUEL AV GAS 6.0 LBS/GAL AT 60°F
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
perature is at 35°F, which is 25°F below the
60°F on which the chart is based.
X (revised weight)
In order to calculate the increase in fuel weight,
the following procedure must be used:
453.3
(average moment)
2,224
(average weight)
X = (432.3 2257.6)
X = 460.1
divided by 2,224
• With a full load of 332 gallons, the chart
indicates a weight of 2,224 pounds. To
find the actual weight at a fuel temperature of 35°F, use the following formula:
Revised fuel
weight
= 332 (6.7 0.1 lb/gal)
= 332 6.8 lb/gal
= 2,257.6 lb
• The resulting fuel weight increase due
to lower fuel temperature is 33.6 pounds
over the 2,224 pounds shown on the
chart, which might be significant in an
actual loading situation.
• Next, calculate the revised fuel moment.
The revised fuel moment is directly proportional to the revised fuel weight.
=
2,257.6
(revised weight)
• A value of 460 is the moment/1,000 of
the fuel load. Enter this figure on the appropriate line of the weight and balance
computation form or loading manifest.
BAGGAGE/CARGO LOADING
To facilitate carriage of large or bulky items,
all aft seats (passenger version only) and the
front passenger seat can be removed from the
aircraft (Figure 19-3). If a cargo barrier and
its three barrier nets are available, removal of
the front passenger seat can be unacceptable.
Figure 19-3. Internal Cabin Loading Arrangement
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
If seats are removed for hauling cargo and the
cargo barrier and its nets added, then adjust the
basic empty weight and CG moment of the
aircraft so that these values accurately represent the weight and moment of the aircraft
before loading.
With all seats except the pilot seat removed,
a large cabin volume is available for
baggage/cargo. If the aircraft has a cargo barrier, the total volume available for cargo behind the barrier is 340 cubic feet. Cargo can
be loaded through the large, almost square,
two-piece cargo door. The floor is flat from the
firewall at fuselage station 100.00, except in
the rudder pedal area, to the aft side of the
cargo door (station 332.00), and has a 200lb/square-foot allowable loading.
Between station 332.00 and 356.00, additional
cargo space with a capacity of 320 lbs is provided on a floorboard raised approximately 5
inches above the main floor.
Plywood flooring is in the cargo area for ease of
loading and distribution of concentrated loads.
In the area of the removed front passenger
seat, tie-down blocks can clamp to seat tracks
from station 125.00 to 159.98 to serve as tiedown attachment points. From station 158 aft
to the raised cargo floor, the seat tracks receive
quick-release tiedown fasteners, which can
be snapped into the tracks at 1-inch intervals.
The raised cargo floor contains eight anchor
plates to which quick-release tiedown fittings
can be attached. Only rope, cable, or other
fittings rated at a minimum of 2,100 pounds
are to be used for tie-downs. Double-stud
quick-release tie-downs require a 3,150 pound
rating.
Exercise caution while loading or unloading heavy cargo through the cargo
doors. An ideal loading in every other
respect can still cause tail tipping and
structural damage if proper weight
distribution is ignored. For example,
heavy cargo loaded through the doors
and placed momentarily in zones 4
and 5, plus the weight of personnel
required to move it to a forward zone,
could cause an out-of-balance condition during loading.
Loading Zones
The sidewalls in the cargo area are marked
with vertical lines for identification of the six
loading zones. The marks between the lines
identify each zone by number and display the
maximum load that can be carried within the
zones. Refer to the table in Figure 19-4 for
maximum zone weight limits. The maximum
load values marked in each zone are based on
all cargo being tied down within the zones.
A horizontal line, labeled 75%, is marked
along each sidewall as a loading reference.
As indicated on a placard on the lower cargo
door, zones forward of the last loaded zones
must be at least 75% full by volume. Whenever
possible, load each zone to its maximum available volume before loading the next zone. A
cautionary placard on the right sidewall between zones 5 and 6 indicates that if zone 5
load exceeds 400 pounds, then either a cargo
partition net is required aft of the load or the
load must be secured to the floor.
Cargo Nets
CAUTION
The maximum load value marked in
each zone is based on all cargo being
tied down within the zones.
19-10
CAUTION
A cargo barrier and three barrier nets are directly behind the pilot and front passenger
seats (see Figure 19-5). The barrier and nets
prevent loose cargo from moving into the
pilot and front passenger stations during
abrupt deceleration. The barrier consists of
a U-shaped assembly of honeycomb com-
FOR TRAINING PURPOSES ONLY
Revision 1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 19-4. Maximum Zone/Compartment Loading and Internal Cabin Dimensions
Revision 0
FOR TRAINING PURPOSES ONLY
19-11
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
posite construction. The assembly attaches
to the four pilot and front passenger seat
rails at station 153.00 and to the cabin top at
station 166.00.
The cargo barrier net consists of one net for
the left sidewall, one for the right sidewall, and
one for the center. The left and right nets cover
the space between the barrier assembly and the
aircraft sidewalls. The side nets fasten to the
aircraft sidewalls and the edge of the barrier
with six quick release fasteners each, three on
each side.
The center net covers the opening in the top
center of the barrier. The center net fastens with
four fasteners, two on each side. Horizontal
lines, labeled 75%, are marked on the aft side
of the cargo barrier. Placards above the horizontal lines caution that the maximum allowable load behind the barrier is 3,400
pounds.The zones forward of the last zone
must be at least 75% full by volume. The load
must be tied down if the zones are not at least
75% full. Refer to Figure 19-3 for maximum
zone loadings.
CAUTION
The cargo barrier and its attached
nets provide cargo forward crash load
restraint to protect the pilot and front
passenger. However, the cargo must
be secured to prevent load shifting
during takeoff, flight, landing, and
taxi acceleration and deceleration.
Secure the barrier net fasteners for
takeoff, landing, and in-flight operations. Detach the fasteners only to
move the nets for cargo loading and
unloading through the crew area.
Cargo partition nets can be installed at five
locations to divide the cargo area into compartments. Three partition nets can be installed at
stations 188.7, 246.8, 282.0, 307.0, and 332.0.
19-12
The canvas partitions have nylon webbing reinforcement straps crisscrossing at the partition for added strength. The straps have
quick-release fasteners, which attach to the
floor tracks, two floor-mounted anchor plates
just forward of the raised cargo floor, and other
anchor plates on the sidewalls and ceiling.
Four straps have adjustable buckles for tightening the straps during installation of the partition (Figure 19-5).
Zones
Zones divided by cargo partitions can be loaded
without additional tiedowns if the total loaded
density for each partitioned zone does not exceed 7.9 pounds per cubic foot and if the zone
is more than 75% full. Cargo loading that does
not meet these requirements must be secured
to the cabin floor (Figure 19-6).
• The maximum cargo partition load is
the sum of any two zones. No more than
two adjacent zones can be divided by one
partition. The partitions prevent the
cargo from shifting forward and aft in
flight. The partitions are not adequate to
withstand crash loads and do not replace
the need for a cargo barrier.
The aircraft may be equipped with a cargo pod.
The cargo pod has compartments A, B, C, and
D, and holds a maximum weight of 1,090 pounds
(Figure 19-7).
The cargo pod zones are separated by bulkheads. The cargo pod floor has a maximum
floor loading of 30 per square foot. Each
compartment has a loading door on the left
side of the pod. Each door has two latches
and hinges at the bottom. Rotating the latch
handles horizontally secures the doors.
Figure 19-8 illustrates the cargo pod loading arrangements.
Cargo Restraints
A restraining net inside and over the cargo
door opening prevents loose items from falling
out of the cargo door when the doors open.
The two halves of the net part in the center of
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
SIDEWALL AND CEILING ANCHOR PLATE (TYPICAL)
QUICK-RELEASE FASTENER
PARTITION REINFORCEMENT
CARGO PARTITION NETS
(TYPICAL)
ADJUSTABLE BUCKLE
STA.
246.8
STA.
188.7
STA.
307
STA.
282
STA.
332
QUICK-RELEASE
FASTENER
FLOOR-MOUNTED ANCHOR
ANCHOR PLATE FORWARD
OF RAISED CARGO FLOOR
PARTITION
REINFORCEMENT
QUICK-RELEASE
FASTENER
FLOOR
TRACK
SECTION
(TYPICAL)
NOTES:
1. PARTITION NETS ARE AVAILABLE FOR INSTALLATION AT
STATION 188.7, 246.8, 282.0, 307.0, AND 332.0.
2. IF PARTITION IS USED, THEY MUST BE IN CONJUNCTION WITH
THE CARGO BARRIER. SINCE PARTITION ARE NOT DESIGNED TO
WITHSTAND CRASH LOADS, THEY CANNOT BE CONSIDERED
A REPLACEMENT FOR THE BARRIER.
3. EACH PARTITION WILL WITHSTAND THE FORWARD AND AFT
OPERATIONAL LOADS APPLIED DURING TAKEOFF, FLIGHT,
AND LANDING BY ANY TWO (2) ZONES FORWARD OR AFT OF
THE PARTITION. USE OF THE PARTITION ALLOWS
LOADING OF THE ZONES WITHOUT TYING DOWN THE
CARGO IF THE LOAD DENSITY IS NO MORE THAN 75% FULL.
CARGO LOADING THAT DOES NOT MEET THESE
REQUIREMENTS MUST BE SECURED TO THE CABIN FLOOR.
Figure 19-5. Cargo Partition Net
Revision 0
FOR TRAINING PURPOSES ONLY
19-13
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CARGO IMPROPERLY TIED–
SHIFTS OCCUR
CARGO PROPERLY TIED–
NO SHIFTS OCCUR
MULTIPLE FORCES SECURED BY FEWER STRAPS
UPWARD CARGO RESTRAINT
CYLINDRICAL CARGO TIE DOWN
PROPER TIE-DOWN FOR ALL FORCES
Figure 19-6. Typical Cargo Restraint Methods
the door opening. The front and rear halves
slide fore and aft on a rod to open the net. The
net attaches to the sidewall with screws and nutplates on the front and rear edges of the net.
When the net is closed, the two halves are held
together by snaps (Figure 19-9).
Cargo restraint prevents cargo shift in five directions: forward, aft, vertical, left, and right.
cargo shifts occur during acceleration or deceleration during takeoffs and landings and inflight during encounters with air turbulence.
Correct cargo restraint provides the proper relationship among aircraft configuration (with or
without the barrier), cargo weight, and the required restraint. Restraint is required for flight,
landing, and taxi loads, and for crash loads.
Cargo must be tied down for flight, landing,
and taxi load restraint, and/or crash load restraint. Figure 19-10 illustrates the use of
cargo tiedown attachments. Cargo partition
nets can divide the cabin cargo area into com-
19-14
partments. If partitions are used, they must be
used in conjunction with the cargo barrier.
Partitions are not designed to withstand crash
loads and cannot be considered a replacement
for the barrier. Each partition withstands the
forward and aft operational loads applied during takeoff, flight, and landing by any two
zones forward or aft of the partition.
The partitions allow loading of the zones without tying down cargo if the load density is no
more than 7.9 pounds per cubic foot and the
zone is more than 75% full. Cargo loads that do
not meet these requirements must be secured to
the cabin floor. Refer to Figure 19-6 for diagrams of typical cargo tie-down methods.
Cargo of a piercing or penetrating nature is to
be loaded such that the barrier/nets, partitions,
rear wall, and other cargo provide a buffer between such cargo and the rest of the cargo space.
The density of the buffering cargo is to be sufficient to restrain piercing or penetrating items
from passing through the barrier/nets, parti-
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CARGO POD HEIGHT MEASUREMENT
FORWARD
DOOR
FORWARD
CENTER DOOR
AFT
CENTER DOOR
AFT
DOOR
7 1/4"
19 1/2"
STATION
100
19 1/2"
154.75
19 1/2"
209.35
19 1/2"
14"
257.35
332
DOOR OPENING DIMENSIONS
NOTES:
1. HEIGHT DIMENSIONS ARE
APPROXIMATE AND MEASURED AT
FUSELAGE STATION SHOWN FROM
BOTTOM OF FUSELAGE TO INSIDE
FLOOR.
2. WIDTH DIMENSIONS ARE
APPROXIMATE AND MEASURED AT
FUSELAGE STATION SHOWN AND
ON WATERLINE 68.00 INSIDE POD.
WIDTH
HEIGHT
(FRONT)
HEIGHT
(MID)
HEIGHT
(REAR)
FORWARD DOOR
27 1/2"
---
14 1/2"
---
FWD. CTR. DOOR
30 1/2"
---
15 1/4"
---
AFT CTR. DOOR
27 1/2"
---
14 1/2"
---
AFT DOOR
30 1/2"
13 1/2"
---
8 1/2"
CARGO POD WIDTH MEASUREMENTS
COMPARTMENT BULKHEADS
44''
51''
120 140
100
COMPARTMENT BULKHEADS
50''
49''
160 180 200 220 240
154.75
209.35
47'' 41 3/4''
260 280 300 320 340 360
257.35
332
CARGO POD DOOR MARKINGS
FWD. COMPARTMENT
MAX. WEIGHT 230 LBS.
CTR. COMPARTMENT – FWD
MAX. WEIGHT 310 LBS.
CTR. COMPARTMENT – AFT
MAX. WEIGHT 270 LBS.
AFT COMPARTMENT
MAX. WEIGHT 280 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
NO SHARP EDGES
NO SHARP EDGES
NO SHARP EDGES
Figure 19-7. Cargo Pod Specifications
Revision 0
FOR TRAINING PURPOSES ONLY
19-15
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
100
* 132.4
C.G. ARM
STATION (C.G. ARM)
ZONE
A
ZONE
A
* 182.1
* 233.4
B
100
ZONE
B
154.75
ZONE
C
209.35
ZONE
D
257.35
332
C
* CARGO AREA CENTER OF GRAVITY IN ZONES A, B, C, AND D.
* 287.6
D
NOTE:
COMPARTMENT BULKHEADS SEPARATING ZONES A AND B
(STATION 154.75), ZONES B AND C (STATION 209.35),
AND ZONES C AND D (STATION 257.35) CAN BE USED AS A
REFERENCE POINT FOR DETERMINING THE LOCATION OF CARGO
FUSELAGE STATION.
Figure 19-8. Cargo Pod Loading Arrangement
tions, and rear wall under critical emergency
landing conditions. If cargo of a piercing or penetrating nature cannot be loaded as described
above, then it must be tied down.
on training subject matter, location references
for this information, and guidelines for safe
transport of hazardous materials are in the aircraft Cargo Loading Manual.
Special aircraft protection and personnel training are key considerations in transporting approved hazardous materials.
PASSENGER SEATING
CONFIGURATION
The fuselage bilge area under the cargo compartment from stations 168 to 356 is designed for
transport of hazardous materials, which can be
carried in any location within this area.
The aircraft offers flexibility in seat arrangements (Figure 19-11).
In addition to the pilot-in-command and
flight crew (if used), other personnel such as
cargo receiving and loading personnel are to
be properly trained on accepting, handling,
storing, loading, and unloading hazardous
materials if such materials are transported.
Maximum Certified Weights
WEIGHTS
Refer to Table 19-5.
Standard Aircraft Weights
Refer to Table 19-6.
Information and regulations on air transport of
hazardous materials is outlined in the Code of
Federal Regulations (CFR) Title 49 and the
International Civil Aviation Organization
(ICAO) Technical Instructions for the Safe
Transport of Dangerous Goods by Air. Details
19-16
Specific Loading
Refer to Table 19-7.
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NOTES:
1. RESTRAINING NET INSTALLED INSIDE OF
AIRCRAFT OVER CARGO DOOR OPENING.
2. NET HALVES MUST BE PULLED CLOSED
AND SNAPPED TOGETHER TO PREVENT
ARTICLES FROM FALLING OUT OF DOOR
OPENING WHEN CARGO DOORS ARE OPENED.
NET SUPPORT
ROD
FRONT HALF OF
RESTRAINING NET
REAR HALF OF
RESTRAINING NET
SNAP-TYPE
FASTENER
(TYPICAL)
Figure 19-9. Cargo Door Opening Restraining Net
Revision 0
FOR TRAINING PURPOSES ONLY
19-17
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Figure 19-10. Cargo Tiedown Attachments
19-18
FOR TRAINING PURPOSES ONLY
Revision 0
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
19-19
Figure 19-11. Optional Seating Arrangements (208B Passenger Version)
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 19-5. MAXIMUM CERTIFIED WEIGHTS
Table 19-6. STANDARD AIRCRAFT WEIGHTS
208
208B AND 208B
SUPER CARGO MASTER
STANDARD EMPTY WEIGHT
3,835 lb
4,570 lb
MAXIMUM USEFUL LOAD
4,200 lb
4,215 lb
Table 19-7. SPECIFIC LOADING
WING LOADING
POWER LOADING
208
208B AND 208B SUPER
CARGO MASTER
28.6 LB./SQ. FT.
31.3 LB./SQ. FT.
13.3 LB/SHP.
14.6 LB./SHP.
CENTER-OF-GRAVITY LIMITS
Model 208
Center of gravity range:
• MAC—The leading edge of the MAC is
157.57 inches aft of the datum. The MAC
length is 66.40 inches.
19-20
• Forward—162.41 inches (7.29% MAC)
aft of datum at 4,200 pounds or less with
straight line variations to 174.06 inches
(24.83% MAC) aft of datum at 8,000
pounds.
• Aft—184.25 inches (40.33% MAC) aft of
datum at all weights up to 8,000 pounds.
• Reference datum—100 inches forward
of front face of firewall.
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Model 208B
Table 19-8. LOADING TABLE—208B
Center of gravity range:
• MAC—The leading edge of the MAC is
177.57 inches aft of the datum. The MAC
length is 66.40 inches.
• Forward—179.60 inches (3.06% MAC)
aft of datum at 5,500 pounds or less,
with straight line variation to 193.37
inches (23.80% MAC) aft of datum at
8,000 pounds and straight line variation
to 199.15 inches (32.50% MAC) aft of
datum at 8,750 pounds.
• Aft—204.35 inches (40.33% MAC) aft of
datum at all weights up to 8,750 pounds.
• Reference datum—100 inches forward
of front face of firewall.
FLIGHT LOAD FACTOR LIMITS
Flight load factors:
• Flaps up .......................... +3.8 g–1.52 g
• Flaps down (all settings) ........... +2.4 g
NOTE
The design load factors are 150% of
the above. In all cases, the structure
meets or exceeds design loads.
SAMPLE WEIGHT AND
BALANCE PROBLEMS
A sample weight and balance is used for the
208B. The flight is a continuation of the performance problem earlier in this chapter. The
208B sample problem also is a continuation
of the earlier performance problem. In each
problem, the 208B has a cargo pod and is
loaded according to Table 19-8.
Revision 0
208B
ITEM
PILOT AND FRONT PASSENGER
PASSENGER 3
PASSENGERS 4 AND 5
PASSENGER 6
PASSENGERS 7 AND 8
PASSENGERS 9 AND 10
PASSENGER 11
CABIN ZONE 6
CARGO POD ZONE A
CARGO POD ZONE B
CARGO POD ZONE C
CARGO POD ZONE D
FUEL WEIGHT
WEIGHT
400
200
400
200
400
400
200
320
230
202
200
200
858
By referring to the weight and moment charts
(refer to the POH/AFM) and entering the
appropriate moment on the weight and balance computation form, the aircraft weight
and CG can be determined as follows:
• The CG envelope in Figures 19-1 and 192 indicates that the sample loading in
Table 19-9 for the 208B falls outside of
the approved flight envelope. Therefore,
weight has to be moved from cargo pod
zone A to pod zones B and C in order to
shift the CG. Since no weight is removed
or added, compute the difference in the
moments of the weights when the cargo
is moved to a different zone. Also, because
of the maximum weight limits for zones
B and C, only 150 pounds can be removed
from zone A (70 pounds in zone B, and
80 pounds in zone C) (Table 19-10).
• When the CG envelope is consulted, the
revised moment at 8,750 pounds takeoff
weight falls within the envelope, thus the
aircraft is legal for takeoff.
• A landing weight and balance is computed in Table 19-11. The fuel used must
be subtracted from the weight of the aircraft, along with the moment of the fuel
burned.
FOR TRAINING PURPOSES ONLY
19-21
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
Table 19-9. WEIGHT AND BALANCE
COMPUTATION—208B
208B
ITEM
AIRCRAFT EMPTY WEIGHT
FUEL LOAD
PILOT AND FRONT PASSENGER
PASSENGER 3
PASSENGERS 4 AND 5
PASSENGER 6
PASSENGERS 7 AND 8
PASSENGERS 9 AND 10
PASSENGER 11
CARGO ZONE 6
CARGO POD ZONE A
CARGO POD ZONE B
CARGO POD ZONE C
CARGO POD ZONE D
RAMP WEIGHT
TAXI FUEL
TAKEOFF WEIGHT
WT
MOM/1000
4575
858
400
200
400
200
400
400
200
320
230
202
200
200
8,785
–35
8,750
846.5
174.4
54.2
19.0
69.6
45.2
84.0
98.4
52.4
110.1
30.5
36.8
46.7
57.5
1,729.3
–7.2
1,722.1
Table 19-10. REVISED WEIGHT AND
BALANCE COMPUTATION—
208B
TAKEOFF MOMENT
REMOVAL OF 150 LBS IN ZONE A
ADDITION OF 70 LBS IN ZONE B
ADDITION OF 80 LBS IN ZONE C
REVISED TAKEOFF MOMENT
1,722.1
–19.8
16.3
23.0
1,741.6
Table 19-11. LANDING WEIGHT AND
BALANCE
COMPUTATION—208B
208B
TAKEOFF WEIGHT
FUEL USED DURING FLIGHT
LANDING WEIGHT
8,750
–306
8,444
1,722.1
61.8
1,679.8
By examining the weight and balance chart, the
intersection between weight and moment axis
indicates that the landing weight and moment
are within the CG envelope.
19-22
FOR TRAINING PURPOSES ONLY
Revision 0
The information normally contained in this chapter is in the Pilot’s Operating Handbook and the
FAA-approved Airplane Flight Manual (POH/AFM). Refer to Section 5—“Performance”, of the
POH/AFM for information on flight planning and performance.
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
INTRODUCTION ................................................................................................................. 21-1
CREW CONCEPT BRIEFING GUIDE ............................................................................... 21-3
Description..................................................................................................................... 21-3
COMMON TERMS .............................................................................................................. 21-3
Pretakeoff Briefing (IFR/VFR)...................................................................................... 21-3
Crew Coordination Approach Sequence........................................................................ 21-5
ALTITUDE CALLOUTS...................................................................................................... 21-8
Enroute........................................................................................................................... 21-8
Approach—Precision..................................................................................................... 21-8
Approach—Nonprecision .............................................................................................. 21-9
Significant Deviation Callouts..................................................................................... 21-10
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FOR TRAINING PURPOSES ONLY
21-i
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ILLUSTRATIONS
Figure
Title
Page
21-1
Situational Awareness in the Cockpit..................................................................... 21-2
21-2
Command and Leadership...................................................................................... 21-2
21-3
Communication Process......................................................................................... 21-4
21-4
Decision-Making Process....................................................................................... 21-4
21-5
Crew Performance Standards ................................................................................. 21-6
Revision 0
FOR TRAINING PURPOSES ONLY
21-iii
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CHAPTER 21
CREW RESOURCE MANAGEMENT
INTRODUCTION
This chapter describes crew resource management (CRM) program. Information is provided on the crew concept briefing guide and altitude callouts between pilots.
Revision 0
FOR TRAINING PURPOSES ONLY
21-1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CAPTAIN
INDIVIDUAL
S/A
COPILOT
INDIVIDUAL
S/A
GROUP
S/A
Remember
2+2=2
- or 2+2=5
(Synergy)
IT's UP TO YOU!
CLUES TO IDENTIFYING:
HUMAN
OPERATIONAL
• Loss of Situational Awareness
• Links in the Error Chain
1. FAILURE TO MEET TARGETS
2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. NO ONE "FLYING AIRPLANE"
6. NO ONE "LOOKING OUT WINDOW"
7. COMMUNICATIONS
8. AMBIGUITY
9. UNRESOLVED DISCREPANCIES
10. PREOCCUPATION OR DISTRACTION
11. CONFUSION OR EMPTY FEELING
12.
Figure 21-1. Situational Awareness in the Cockpit
LEADERSHIP STYLES
AUTOCRATIC AUTHORITARIAN
STYLE
LEADERSHIP
(EXTREME)
STYLE
DEMOCRATIC
LEADERSHIP
STYLE
LAISSEZFAIRE
STYLE
(EXTREME)
PARTICIPATION
LOW
HIGH
Command— Designated by Organization
— Cannot be Shared
Leadership —
Shared among Crewmembers
— Focuses on "What's right," not "Who's right"
Figure 21-2. Command and Leadership
21-2
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CREW CONCEPT BRIEFING GUIDE
DESCRIPTION
Experience has shown that adherence to SOPs helps to enhance individual and crew cockpit situational awareness and allows a higher performance level to be attained. Our objective is for
standards to be agreed upon prior to flight and then adhered to, such that maximum crew performance is achieved. These procedures are not intended to supercede any individual company
SOP, but rather are examples of good operating practices.
COMMON TERMS
PIC
Pilot in Command
Designated by the company for flights requiring more than one pilot. Responsible for
conduct and safety of the flight. Designates pilot flying and pilot not flying duties.
F
Pilot Flying
Controls the aircraft with respect to assigned airway, course, altitude, airspeed, etc.,
during normal and emergency conditions. Accomplishes other tasks as directed by
the PIC.
N
Pilot Not Flying
Maintains ATC communications, copies clearances, accomplishes checklists and other
tasks as directed by the PIC.
B
Both
PRETAKEOFF BRIEFING (IFR/VFR)
NOTE
The following briefing is to be completed during item 1 of the pretakeoff checklist.
The pilot flying will accomplish the briefing.
1. Review the departure procedure (route and altitude, type of takeoff, significant terrain features, etc.)
2. Review anything out of the ordinary
3. Review required callouts, unless standard calls have been agreed upon, in which case a request for "Standard Callouts" may be used
4. Review the procedures to be used in case of an emergency on departure
5. As a final item, ask if there are any questions
6. State that the pretakeoff briefing is complete
Revision 0
FOR TRAINING PURPOSES ONLY
21-3
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
EXTERNAL
BARRIERS
INTERNAL
BARRIERS
NEED
SEND
INTERNAL
BARRIERS
RECEIVE
OPERATIONAL
GOAL
FEEDBACK
ADVOCACY: to increase others' S/A
• State Position
• Suggest Solutions
• Be Persistent and Focused
• Listen Carefully
THINK:
• Solicit and give
feedback
• Listen carefully
• Focus on behavior,
not people
• Maintain focus on
the goal
• Verify operation
outcome is
achieved
INQUIRY: to increase your own S/A
• Decide What, Whom, How to ask
• Ask Clear, Concise Questions
• Draw Conclusions from
Valid Information
• Keep an Open Mind
— REMEMBER—
Questions enhance communication flow.
Don't give in to the temptation to ask questions when Advocacy is required.
Use of Advocacy or inquiry should raise a "red flag."
Figure 21-3. Communication Process
EVALUATE
RESULT
RECOGNIZE
NEED
IDENTIFY
AND
DEFINE
PROBLEM
IMPLEMENT
RESPONSE
COLLECT
FACTS
SELECT A
RESPONSE
IDENTIFY
ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
HINTS:
• Identify the problem:
— Communicate it
— Achieve agreement
— Obtain commitment
• Consider appropriate SOP's
• Think beyond the obvious
alternatives
• Make decisions as a result
of the process
• Resist the temptation to
make an immediate decision
and then support it with facts
Figure 21-4. Decision-Making Process
21-4
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CREW COORDINATION APPROACH SEQUENCE
NOTE
The following crew coordination approach sequence must be completed as early as possible, prior to initiating an IFR approach. These items are accomplished during the “APPROACH (IN RANGE)” checklist.
F—Requests the pilot not flying to obtain destination weather—Transfer of communication
duties to the pilot flying can facilitate the accomplishment of this task.
N—Advises the pilot of current destination weather, approach in use, and special information pertinent to the destination.
F—Requests the pilot not flying to perform the approach setup.
N—Accomplishes the approach setup and advises of frequency tuned, identified, and course set
F—Transfers control of the aircraft to the pilot not flying, advising, “You have control, heading ____________ , altitude ____________ ” and special instructions. (Communications duties must be transferred back to the pilot not flying at this point.)
N—Responds, “I have control, heading ___________ , altitude ___________ .”
F—Advises, "Approach briefing."
F—At the completion of the approach briefing, the pilot flying advises, “Approach briefing
complete.”
F—Advises, “I have control, heading ___________ , altitude ___________ .”
N—Confirms “You have control, heading ___________, altitude ___________ .”
F—“Before Landing checklist.”
N—“Before Landing checklist complete.”
NOTE
The above sequence must be completed prior to the FAF.
NOTE
During the above sequence, the terms F and N have not been reversed during the time
that transfer of control occurs.
Revision 0
FOR TRAINING PURPOSES ONLY
21-5
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
SITUATIONAL AWARENESS
a.
Accomplishes appropriate preflight planning.
b.
Sets and monitors targets.
c.
Stays ahead of the aircraft by preparing for expected or contingency
situations.
d.
Monitors weather, aircraft systems, instruments, and ATC communications.
e.
Shares relevant information with the rest of the crew.
f.
Uses advocacy/inquiry to maintain/regain situational awareness.
g.
Recognizes error chain clues and takes actions to break links in the chain.
h.
Communicates objectives and gains agreement when appropriate.
i.
Uses effective listening techniques to maintain/regain situational awareness.
STRESS
a.
Recognizes symptoms of stress in self and others.
b.
Maintains composure, calmness, and rational decision making under stress.
c.
Adaptable to stressful situations/personalities.
d.
Uses stress management techniques to reduce effects of stress.
e.
Maintains open, clear lines of communications when under stress.
COMMUNICATION
a.
Establishes open environment for interactive communication.
b.
Conducts adequate briefings to convey required information.
c.
Recognizes and works to overcome barriers to communications.
d.
Operational decisions are clearly stated to other crewmembers and
acknowledged.
e.
Crewmembers are encouraged to state their own ideas, opinions, and
recommendations.
f.
Crewmembers are encouraged to ask questions regarding crew actions.
g.
Assignments of blame is avoided. Focuses on WHAT is right, and not WHO is
right.
h.
Keeps feedback loop active until operational goal/decision is achieved.
i.
Conducts debriefings to correct substandard/inappropriate performance and to
reinforce desired performance.
Figure 21-5. Crew Performance Standards (Sheet 1 of 2)
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FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
SYNERGY AND CREW CONCEPT
a.
Ensures that group climate is appropriate to operational situation.
b.
Coordinates flight crew activities to achieve optimum performance.
c.
Uses effective team building techniques.
d.
Demonstrates effective leadership and motivation techniques.
e.
Uses all available resources.
f.
Adapt leadership style to meet operational and human requirements.
WORKLOAD MANAGEMENT
a.
Communicates crew duties and receives acknowledgement.
b.
Sets priorities for crew activities.
c.
Recognizes and reports overloads in self and in others.
d.
Eliminates distractions in high workload situations.
e.
Maintains receptive attitude during high workload situations.
f.
Uses other crewmember.
g.
Avoids being a "one man show."
DECISION MAKING
a.
Anticipates problems in advance.
b.
Uses SOPs in decision making process.
c.
Seeks information from all available resources when appropriate.
d.
Avoids biasing source of information.
e.
Considers and weighs impact of alternatives.
f.
Selects appropriate courses of action in a timely manner.
g.
Evaluates outcome and adjusts/reprioritizes.
h.
Recognizes stress factors when making decisions and adjusts accordingly.
i.
Avoids making a decision and then going in search of facts that support it.
ADVANCED/AUTOMATED COCKPITS
a.
Follows automation related SOPs.
b.
Specifies pilot and copilot duties and responsibilities with regard to
automation.
c.
Verbalizes and acknowledges entries and changes in flight operation.
d.
Verifies status and programming of automation.
e.
Selects appropriate levels of automation.
f.
Programs automation well in advance of maneuvers.
g.
Recognizes automation failure/invalid output indications.
Figure 21-5. Crew Performance Standards (Sheet 2 of 2)
Revision 0
FOR TRAINING PURPOSES ONLY
21-7
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
ALTITUDE CALLOUTS
ENROUTE
1,000 Feet Prior to Level-Off
N
F
State altitude leaving and assigned
level-off altitude
“ROGER”
“100 above/below”
“LEVELING”
APPROACH—PRECISION
N
F
At 1,000 feet above minimums
“1,000 feet above minimums”
“DH __________”
At 500 feet above minimums
“500 feet above minimums”
“NO FLAGS”
At 100 feet above minimums
“100 feet above minimums”
“APPROACHING
MINIMUMS”
At decision height (DH)
“Minimums, approach lights at
“CONTINUING”
(clock position)"
OR
“Minimums, runway at
(clock position)”
“CONTINUING”
OR
“Minimums, runway not in sight”
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“GO AROUND”
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
APPROACH—NONPRECISION
N
F
At 1,000 feet above minimums
“1,000 feet above minimums”
“MDA _____________”
At 500 feet above minimums
“500 feet above minimums”
“NO FLAGS”
At 100 feet above minimums
“100 feet above minimums”
“APPROACHING
MINIMUMS”
At minimum descent altitude (MDA)
“Minimums”
“LEVEL”
At missed approach point (MAP)
“Approach lights at (clock position)”
“CONTINUING”
OR
“Runway at (clock position)”
“CONTINUING”
OR
“Runway not in sight”
Revision 0
“GO AROUND”
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
SIGNIFICANT DEVIATION CALLOUTS
N
F
IAS ± 10 KIAS
“VREF ± ______”
“CORRECTING TO ________”
Heading ±10° enroute, 5° on approach
“Heading ________ degrees left/right
“CORRECTING TO ________”
Altitude ±100 feet enroute, +50/–0 feet on final approach
“Altitude _________ high/low”
“CORRECTING TO ________”
CDI left or right one dot
“Left/right of course ________ dot”
“CORRECTING”
RMI course left or right ±5°
“Left/right of course ________ degrees”
“CORRECTING”
Vertical descent speed greater than 1,000 fpm on final approach
“Sink rate _________”
“CORRECTING”
Bank in excess of 30°
“Bank ________ degrees”
21-10
“CORRECTING”
FOR TRAINING PURPOSES ONLY
Revision 0
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
WALKAROUND
The following section is a pictorial walkaround.
Each item listed in the exterior power-off preflight
inspection is displayed.
The foldout pages contain photographs that depict
the specific area to be inspected. The general photographs contain circled numbers that correspond
to specific steps displayed on the subsequent pages.
Revision 0
FOR TRAINING PURPOSES ONLY
WA-1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LEFT SIDE
1
4
1. WING LIGHT—CHECK (VERIFY CONDITION)
2. FUEL RESERVOIR DRAIN—DRAIN (USING FUEL
SAMPLER)
3. MAIN LANDING GEAR—CHECK
4. INBOARD FUEL TANK SUMP AND EXTERNAL SUMP
QUICK DRAIN VALVES—DRAIN (USING FUEL
SAMPLER)
5
2
3
5. FILL DOOR AND SIGHT GAUGE—CHECK
WA-2
FOR TRAINING PURPOSES ONLY
Revision 1
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LEFT WING LEADING EDGE
5
3
2
4
6
8
7
1
WA-4
FOR TRAINING PURPOSES ONLY
Revision 1
1. WING TIE-DOWN—DISCONNECT
2. STALL WARNING VANE—CHECK
3. PITOT/STATIC TUBE—CHECK
4. LDG AND TAXI/RECOG LIGHTS—CHECK
5. FUEL QUANTITY—VISUALLY CHECK
6. FUEL FILLER CAP—SECURE
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
7. OUTBOARD FUEL TANK SUMP QUICK-DRAIN VALVE—
DRAIN (USING FUEL SAMPLER)
Revision 1
8. NAV AND STROBE LIGHTS—CHECK (VERIFY
CONDITION AND CLEANLINESS)
FOR TRAINING PURPOSES ONLY
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CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
LEFT WING TRAILING EDGE
1
2
3
4
5
6
1. FUEL TANK VENT—CHECK (VERIFY NO
OBSTRUCTIONS)
2. AILERON AND SERVO TAB—CHECK (VERIFY
CONDITION AND SECURITY)
3. STATIC WICKS (4)—CHECK (VERIFY CONDITION)
4. SPOILER—CHECK (VERIFY CONDITION AND
SECURITY)
5. FLAP LEADING EDGE VORTEX GENERATORS—CHECK
(VERIFY CONDITION AND SECURITY)
WA-6
FOR TRAINING PURPOSES ONLY
Revision 1
6. FLAP—CHECK (VERIFY CONDITION AND SECURITY)
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
WA-8
FOR TRAINING PURPOSES ONLY
Revision 1
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
7. NAV LIGHT—CHECK (VERIFY CONDITION AND
CLEANLINESS)
8. TAIL TIE-DOWN—DISCONNECT
9. OXYGEN FILLER DOOR (IF INSTALLED)—SECURE
10. PASSENGER ENTRY DOOR (IF INSTALLED)—CHECK
(CONDITION AND SECURITY)
Revision 1
FOR TRAINING PURPOSES ONLY
WA-9
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
RIGHT WING TRAILING EDGE
2
1
WA-10
4
5
1. FLAP—CHECK (VERIFY CONDITION AND SECURITY)
2 SPOILER—CHECK (VERIFY CONDITION AND SECURITY)
3. FLAP LEADING EDGE VORTEX GENERATORS—CHECK
(VERIFY CONDITION AND SECURITY)
4. AILERON AND TRIM TAB—CHECK (VERIFY CONDITION
AND SECURITY)
5. STATIC WICKS (4 TOTAL)—CHECK (VERIFY
CONDITION)
6. FUEL TANK VENT—CHECK (VERIFY NO
OBSTRUCTIONS)
6
3
FOR TRAINING PURPOSES ONLY
Revision 1
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
RIGHT WING LEADING EDGE
1
2
1. NAV AND STROBE LIGHTS—CHECK (VERIFY
CONDITION AND CLEANLINESS)
2 FUEL QUANTITY—VISUALLY CHECK
3. FUEL FILLER CAP—SECURE
4. OUTBOARD FUEL TANK SUMP QUICK-DRAIN VALVE—
DRAIN (USING FUEL SAMPLER)
3
6
4
5
7
8
9
10
5. LND AND TAXI/RECOG LIGHTS—CHECK (VERIFY
CONDITION AND CLEANLINESS)
WA-12
FOR TRAINING PURPOSES ONLY
Revision 1
6. PITOT/STATIC TUBE—CHECK (VERIFY SECURITY,
OPENINGS FOR STOPPAGE, AND WARMTH)
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
7. RADOME (IF INSTALLED)—CHECK (VERIFY CONDITION
AND SECURITY)
8. WING TIE-DOWN—DISCONNECT
9. INBOARD FUEL TANK SUMP AND EXTERNAL SUMP
QUICK-DRAIN VALVES—DRAIN (USING FUEL SAMPLER)
10. MAIN LANDING GEAR—CHECK (CHECK PROPER TIRE
INFLATION AND CONDITION OF GEAR)
Revision 1
FOR TRAINING PURPOSES ONLY
WA-13
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NOSE
1
7
2
1. RIGHT CREW DOOR—CLOSED
2 EXHAUST COVER (IF INSTALLED)—REMOVE
3. COWLING—OPEN (RIGHT SIDE OF UPPER COWLING
FOR ACCESS AND CHECK CONDITION AND SECURITY)
4. ENGINE (RIGHT SIDE)—CHECK (VERIFY GENERAL
CONDITION, SECURITY, FUEL AND OIL LEAKAGE, AND
DAMAGE TO ANY COMPONENTS)
5. BATTERY—CHECK (VERIFY CONDITION AND POWER
CABLES SECURITY)
6. EXHAUST SYSTEM—CHECK (VERIFY CONDITION,
SECURITY, CRACKS, DISTORTION, AND DAMAGE)
6
23
24
25
3
4
5
6
WA-14
FOR TRAINING PURPOSES ONLY
Revision 1
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
7. COWLING—CLOSE AND LATCH (RIGHT SIDE)
Revision 1
FOR TRAINING PURPOSES ONLY
WA-15
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
NOSE
12
9
10
9 10
11
9. AIR INLET COVERS—REMOVE
8. PROPELLER ANCHOR—REMOVE
8
13
14
18
19
16
11. PROPELLER—CHECK
10. AIR INLETS—CHECK
22
17
15
21
20
WA-16
FOR TRAINING PURPOSES ONLY
12. PROPELLER SPINNER—CHECK (VERIFY CONDITION
AND SECURITY)
Revision 1
13. NOSE WHEEL STRUT AND TIRE—CHECK
FOR TRAINING PURPOSES ONLY
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
14. COWLING—OPEN (LEFT SIDE OF UPPER COWLING
FOR ACCESS AND CHECK CONDITION AND
SECURITY)
15. ENGINE (LEFT SIDE)—CHECK (VERIFY GENERAL
CONDITION, SECURITY, FUEL AND OIL LEAKAGE, AND
DAMAGE TO ANY COMPONENTS)
16. INERTIAL SEPARATOR BYPASS OUTLET—CHECK
CLOSED (VERIFY DUCT FREE OF DEBRIS)
17. OIL DIPSTICK/FILLER CAP—CHECK
18. ELECTRICAL POWER BOX CIRCUIT BREAKERS—
CHECK IN (VERIFY ALL CIRCUIT BREAKERS,
INCLUDING STANDBY ALTERNATOR ARE IN)
19. STANDBY ALTERNATOR AND BELT—CHECK
(CONDITION)
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
20. FUEL FILTER—CHECK FUEL FILTER BYPASS FLAG
(FOR PROPER LOCATION–FLUSH)
22. COWLING—CLOSE AND LATCH (LEFT SIDE)
FOR TRAINING PURPOSES ONLY
24. FUEL DRAIN CAN—DRAIN (UNTIL EMPTY)
Revision 1
21. BRAKE FLUID RESERVOIR—CHECK LEVEL
23. FUEL FILTER QUICK-DRAIN VALVE—DRAIN (USING
FUEL SAMPLER)
25. FUEL PUMP DRAIN RESERVOIR—DRAIN (UNTIL
EMPTY)
FOR TRAINING PURPOSES ONLY
WA-17
CESSNA CARAVAN 208 GARMIN 1000 PILOT TRAINING MANUAL
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 7
1. B
2. D
3. C
4. B
5. B
6. A
7. D
8. D
9. B
10. B
11. B
12. C
Revision 0
CHAPTER 8
1. B
2. B
3. A
4. B
5. C
CHAPTER 9
1. D
2. A
3. A
4. B
CHAPTER 16
1. C
2. D
3. A
4. C
5. B
6. A
7. D
CHAPTER 17
1. A
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 14
1. A
2. C
3. C
CHAPTER 15
1. B
2. C
3. C
4. B
FOR TRAINING PURPOSES ONLY
APP-1