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TEMPORARYRE'VISION
208PHTR03
3 FEBRUARY 2004

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THIS TEMPORARY REVISION REVISES FUEL QUANTITY VERSUS DEPTH INFORMATION WHEN USING THE DIPSTICK REQUIRED
BY CAB04-1 ON BOTH LEFT AND RIGHT WING L.EADING EDGE

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IN THE PILOT'S OPERATING HANDBOOK. INSERT THE ,PROVIDED LIST OF TEMPORARY REVISIONS, AND THE TEMPORARY REVISION INTO THE PILOT'S OPERATING HANDBOOK 'IN ACCORDANCE WITH ' THE FILING ,INSTRUCTIONS IN EACH REVISION.

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208PHTR03

3 February 2004 208PHTR .

For Traini"g' Purpos~s Only

LIST OF TEMPORARY REVISIONS

MODEL

~eERIES208 (
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Pilot's Operating Handbook All Cessna Model208 ,Series Following is the List of Temporary Revisions that may be inserted into this " . i Pilot's Operating Handbook. Insert this page opposite the first page of the Log of Effective Pages in the front of the Pilot's Operating Handbook.
TEMPORARY REVISION NUMBER MANUAL SECTION/ TOPIC ISSUE DATE SERVICE BULLETIN REFERENCE

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20BPHTROl

CANCELLED REPLACED BY 208PHTR02 2ILlMITATIONS 3/EMERGENCY PROCEDURES 4/NORMAL PROCEDURES

CANCELLED REPLACED BY 208PHTR02 23 September 2003 23 September 2003 23 September 2003 23 September 2003 3 February 2004

NO REFERENCE CAB03-11Rl CAB03-11Rl

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51 PERFORMANCE
4/NORMAL PROCEDURES

208PHTR03

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TEMPORARY REVISION 208PHTR03 APPROVED BY
'AA APPROVED UNDER FAR 21SUBPART J rl\lj Ceqn. Aircraft Co 0010g81100 Option' Authonzalion 00A·230428-Ce

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PILOT'S OPERATING HANDBOOK TEMPORARY REVISION

Description of Change: Filing Instructions:

Section 4, NORMAL PROCEDURES Insert this temporary revision into the Pilot's Operating Handbook.

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PILOT'SOPERATING HANDBOOK TEMPORARY REVISION

MODEL SERIES

Cessna

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SECTION 4 - NORMAL PROCEDURES

CHECKLIST PROCEDURES PREFLIGHT INSPECTION
0LEFT WING Leading Edge

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It is essential in cold weather to remove even small accumulations of frost, ice, or snow from the wing and control surfaces. Also, make sure the control surfaces contain no internal accumulations of ice or debris. Prior to any flight in icing ' conditions, check that pitot/static source and stall warning heaters are warm to touch after turning pitot/static and stall heat switches on for 30 seconds, then off. Make sure the pitot covers are removed. Wing Strut Deice Boots -- CHECK for tears, abrasion and cleanliness. Wing Tie-Down -- DISCONNECT. Wing Deice Boots -- CHECK for tears, abrasions and cleanliness. Stall Warning Vane -- CHECK freedom of movement, audible warning and warmth. (For aircraft equipped with a stall warning ground disconnect switch, check audible warning with elevator off forward stop). 5. PitoVStatic Tube -- CHECK security, openings for stoppage and warmth. , 6. Landing and Taxi Lights ~- CHECK condition and cleanliness. 7. Fuel Quantity -- USE DIPSTICK required by CAB04-1 to check fuel level. See Figure TC-l for fuel quantity versus depth. 1. 2. 3. 4.

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CAUTION

Fuel gages may indicate incorrect fuel quantity. Fuel Filler Cap -- SECURE. Outboard Fuel Tank Sump Quick-Drain Valve (if installed and airplane parked with one wing low on a sloping ramp) -- DRAIN (using fuel sampler) to check for water, sediment, and proper fuel before each flight and after each refueling. If water is observed, take further ( samples until clear. Take repeated samples from all fuel drain points ( ., ( until all contamination has been removed. \. NaVigation and Strobe Lights -- CHECK for condition and cleanliness.

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PILOT'S OPERATING HANDBOOK TEMPORARY REVISION

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Universal XL Fuel Gage Gage Scale Fuel Quantity Gal lbs Generic Fuel Gage - Inches ncnes

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Fuel Quantity

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0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50 5.75 6.00 6.25 6.50
6~ 75

87.4 91 .1 94.7 98.2 101.8 105.2 108.6 111.9 115.1 118.3 121.5
124.5

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127.5 130.5 133.4 136.2 138.9 141.6 144.3 146.8 149.3 151 .8 154.1 156.5 158.7 160.9 163.0 165.0

585 610 634 658 682 705 727 750 771 793 814 834 855 874 894 912 931

949
966 984 1000 1017 1Q33 1048 1053 1078 1092 1106

0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00 4.25 4.50 4.75 5.00 5.25 5.50 5.75 6.00 6.33 ·

Gal . Lbs 88.4 592 92.6 . 621 96.7 648 100.8 675 104.7 702 108.6 727 112.4 753 116.1 778 119.7 802 123.2 826 126.7 849 130.1 871 133.4 894 136.G 915 139.7 936 142.8 956 145.7 976 148.6 996 151.4 1015 154.1 . 1033 156..8 1050 159.3 1068 161.8 1084 165.0 1105

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Figure TC-1. Measure d Fuel Depth vs Fuel Quantity

For Training P\Jrposes On'y

3 February 2004 208PHTR03

PILOT'S OPERATING HANDBOOK TEMPORARY REVISION

MODEL

s~e~~~~ 208 '

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VRIGHT WING Leading Edge

A WARNING
It is essential in cold weather ,to remove even small accumulations of frost, ice, or snow from the wing and control surfaces. Also, make sure the control surfaces contain no internal accumulations of ice or debris.
1. 2. Navigation and Strobe Lights -- CHECK condition and cleanliness. Fuel Quantity -- USE DIPSTICK required by QAB04-1 to check fuel level. See Figure TC-1 for fuel quantity verSus depth.

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Fuel gages may indicate incorrect fuel quantity.
F'uel Filler Cap-- SECURE. Outboard Fuel Tank Sump Quick-Drain Valve (if installed and airplane parked with , one wing low on a sloping ramp) -- DRAIN (using fuel sampler) to check for water, sediment, and proper fuel before each flight and after each refueling. If water is ' observed, take further samples until clear. Take repeated samples from all fuel drain points until all contamination has been removed. ( 5. PitoVStatic Tube -- CHECK security, . openings 'for stoppage , and warmth. 6. Landing and Taxi Lights -~ CHECK conditibn . ~nd cleanliness. 7. Wing Deice Boots-- CHECK for tears, abrasl9~ and cleanliness. . 8. Radome -- CHECK condition and security. :' \ 9. Wing Tie-Down -- DISCONNECT. ' '~ 10.. Wing Strut Deice Boots -- CHECK for tears, abrasion,and cleanliness. 11 . Inboard Fuel Tank Sump and External Sump Quick-Drain Valves -DRAIN (using fuel sampler) to check for water, sediment, arid proper fuel before each flight and after each refueling. If water is observed. take further samples until clear. Take repeated samples from aliluel drain pOints until all contamination has been removed. 12. Main Landing Gear -- CHECK proper tire inflation and gear condition. 3. 4.
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TEMPORARY REVISION

208PHTR02
23 SEPTEMBER 2003

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CESSNA MODEL 208 SERIES PILOT1SOPERATINGHANDBOOKS and FAA APPROVED AIRPLANE FLIGHT MANUALS
THIS TEMPORARY REVISION REPLACES TEMPORARY . REVISION 208PHTR01 DATED 8 SEPTEMBER 2003 AND REVISES FLAP USAGE INFORMATION IN ·SECTIONS 2, 3, 4 AND 5 OF THE PILOT'S OPERATING HANDBOOK. INSERT THE PROVIDED LIST OF TEMPORARY REVISIONS, AND THE TEMPORARY REVISION INTO THE PILOT'S OPERATING HANDBOOK· IN ACCORDANCE WITH THE FILING INSTRUCTIONS IN EACH REVISION.

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208PHTR02

23 September 2003 208PHTR

For Training Purposes Only

LIST. OF
TEMPORARY REVISIONS

Cessna MODEL SERIES

208
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Pilot's Operating Handbook All Cessna Model 208 Series

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The following List of .Temporary Revisions must be inserted into this Pilot's ( Operating Handbook. Insert this page opposite the first page of the Log of Effective Pages in the frontof the Pilot's Operating Handbook.
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CANCELLED ·
REPLACED BY 208PHTR02 .. 2IUMITATIONS 3/EMERGENCY PROCEDURES 4/NORMAL PROCEDURES

CANCELLED
REPLACED BY 208PHTR02 23 September 2003 23 September 2003 23 September 2003 23 September 2003
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51 PERFORMANCE

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TEMPORARY REVISION 208PHTR02
APPROVED BY
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23 September 2003 208PHTR

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PILOT'S OPERATING HANDBOOK TEMPORARY REVISION

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Section 2, LIMITATIONS, Section . EMERGENCY PROCEDURES, Section NORMAL PROCEDURES, and Section PERFORMANCE.

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In Section 2, LIMITATIONS, insert the temporary revision pages adjacent to the current Pilot's Operating Handbook Section 2 pages containing the information that is shown in this temporary revision. . _In Section 3, EMERGENCY PROCEDURES; insert the temporary revision pages adjacent to the current Pilot's Operating Handbook Section 3 pages containing the information that is shown in this temporary revision. In Section 4, NORMAL PROCEDURES, insert the temporary revision pages adjacent to the current Pilot's Operating Handbook Section 4 pages containing the information that is shown in this temporary revision. In Section 5, PERFORMANCE, insert the. temporary revision pages adjacent to the current Pilot's Operating Handbook Section 5 pages containing the information that is shown in this temporary revision. Discard any pages of this temporary revision that are not applicable to your model/serial airplane.

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PILOT'S OPERATING HANDBOOK TEMPORARY REVISION

SECTION 2 • LIMITATIONS

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OTHER LIMITATIONS
FLAP LIMITATIONS
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The flap motor and STBY flap motor circuit breakers must be pulled and collared. (place a tie wrap or equivalent around the pulled circuil breaker.) The following placard must be displayed in the cockpit, in clear view 01 the pilot, on the lower right hand portion of the center instrument panel:

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I· USE OF FLAPS IS PROHIBITED
NOTE
Use 0° Flap Takeoff and . Landing performance and procedures from Section 5.
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PILOT'S OPERATING HANDBOOK TEMPORARY REVISION

SECTION 2 - LIMITATIONS

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This airplane is equipped for day VFR, and may be equipped for night VFR and/or IFR operations and for f1ight-into-known icing conditions. The operating limitations placard reflects the limits applicable at the time of Airworthiness Certificate issuance. The following equipment list identifies the systems and equipment upon which type certification for each kind of operation was ' predicated, These systems and equipment items must be installed and operable for the particular kind of operation indicated. Reference should also be made to the Equipment List furnished with the airplane for additional equipment information. The pilot is responsible for determining the airworthiness of his airplane for each flight and for assuring compliance with curr~nt operating FAR's. REQUIRED EQUIPMENT DAVVFR: Airspeed Indicator (1) Altimeter (1)* Auxiliary Boost Pump System BATIERY HOT And SATIERY OVERHEAT ·Annunciators (NiCad Batteries Only) Elevator Trim System (Manual) Engine Ignition System (Flap Motor Disabled) Flap Position Indicator FUEL PRESS LOW Annunciator Fuel Quantity Indicators (2) Fuel Selectors Off Warning System Generator Inertial Separator System In Indicator Magnetic Compass Ng% RPM Indicator . OIL PRESS LOW Annunciator Oil Pressure Gage Oil Temperature Gage Outside Air Temperature Gage Overspeed (Airspeed) Warning System Overspeed Governor Pilots Operating HandbookiAFM Pitot-Static System (1) . Propeller APM Indicator Seat Belts (Each Occupant) Shoulder Harnesses (Front Seats) Slip-Skid Indicator (1) Stall Warning System Torque Indicator ' Trim Position Indicators (3) VolVAmmeter

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* NOTE
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PILOT'S OPERATING HANDBOOK TEMPORARY REVISION

SECTION 3 - EMERGENCY PROCEDURES

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ENGINE FAILURES
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. 2. 3. 4. 5. 6. Airspeed •• 95 KIAS with 0° flaps.
Propeller-- FEATHER. Fuel Condition Lever -- CUTOFF. Fuel Shutoff -- OFF (pull out). Fuel Tank Selectors -- OFF (warning horn will sound), Battery -" OFF.

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13. noting terrain and obstructions. 7. "- PRECAUTIONARY LANDING WITH ENGINE POWER 1. .EMERGENCY PROCEDURES ( ( ( FORCED LANDINGS ( \ EMERGENCY LANDING WITHOUT .( Cessna MODELSERIES 208 .0°. ( ( 5. All Electrical Switches (except Battery and Generator) -. Shoulder Harnesses -.NORM. Fuel Boost Switch -. 12. Crew Doors -. ( 5. Fuel condition Lever -.SECURE.95 KIAS. Ba~tery Switch -.SECURE. 8. Selected Field -. Touchdown -. 3. Fuel Condition Lever -.APPLY HEAVILY. Touchdown -. 9.OFF (warning horn will sound). 11. Propeller Control Lever -. NGINE POWER E 1.OFF when landing is assured.CUTOFF. 10. ( ( 2. Brakes -. 9. 11. Brakes -.OFF. Crew Doors -. 4. 6.CUTOFF. Shoulder Harnesses -.UNLATCH PRIOR TO TOUCHDOWN. 15. Fuel Tank Selectors -. 7. 8.SLIGHTLY TAIL LOW. 3. Seat Belts. Wing Flaps -. Non-essential Equipment (if Installed) -. Seat Belts. ( ( / For Training Purposes Only 23 September 2003 208PHTR02 .OFF. .100 KIAS (flaps UP) Power Lever --IDLE. Generator Switch (if installed) -.FEATHER. ( ( ( ( \ ( Seats. Battery Switch -. ' PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( ( SECTION 3 . Ignition Switch -.OFF. 4. 14. ( 2 . Seats. Airspeed -. 6. Fuel Shutoff -. ( ( ( ( .UNLATCH PRIOR TO TOUCHDOWN.OFF.APPLYHEAVIL Y. 10.SLIGHTLY TAIL LOW.FLYOVER.OFF. Standby Power Switch (if installed) -~ OFF. Airspeed -.OFF (pull out).

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maintain descent attitude.( Cessna ( ( ( MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY 'REVISION SECTION 3 • EMERGENCY PROCEDURES ( ( ( {' FORCED LANDINGS DITCHING Radio·· TRANSMIT MAYDAY on 121. light Winds.. 8.' ( ( 23 September 2003 208PHTRm ( ForTraining Purposes Only . FACE •• CUSHION at touchdown with folded coat or similar object. Approach·· High Winds . Life Vests and Raft·· INFLATE when outside cabin. ( ( ( ( ( ( ( ( ( ( i f ( ( 'tit~~. Wing Flaps •• 0°. 5. Seat Belts. 6. Heavy Swells •• PARALLEL TO SWELLS. INTO THE WIND. 4. .5 MHz.. Shoulder Harnesses •• SECURE... Touchdown •• NO FLARE. · · ' . 2. 9. Seats. ... 7. Heavy Objects in Cabin •• SECURE if passenger is available to assist. Power·· ESTABLISH 300 FT/MIN DESCENT AT 100 KIAS.giving location and intentions and SQUAWK 7700 if transponder is installed.. ( ( ( ( ( ( ( ( ( 1-- \. 10. 1. Airplane·· EVACUATE. 3.

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10. 11. Overhead Vents -. Fuel Shutoff -. ( { \ ( ( ( ( ( ( ( ( ( Forward Side Vents -.IDLE. 100 KIAS .-".EMERGENCY PROCEDURES ( ( SMOKE AND FIRE ENGINE FIRE IN FLIGHT (Red ENGINE FIRE Annunciator On Or Off) 1.PULL OFF. 5.) 23 September 2003 Fpr Training Purposes O"ly . 9.EXECUTE (as described in Emergency Landing Without Engine Power) ( ( ( '--- ( ( ( ( / (- .ON.FEATHER. 6. Ventilation Fans (if installed) -.CLOSE. 8. Power Lever -. Wing Flaps -.OFF. Propeller Control Lever -. Airspeed _. 7. .OPEN. Fuel Condition Lever . 4. Forced Landing -. Cabin Heat Firewall Shutoff Coritrol-. 2.CUTOFF. 3.( Cessna ( ( MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 3 .0°.. 20ePHTR02 . \0.

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Touchdown . POSITION ONE SIDE OFF TO LIGHTEN LOAD ON SIDE OF FLAT TIRE (maximum fuel unbalance of 200 pounds). TEMPORARY REVISION SECTION 3 . Airplane -.FLY as desired to lighten fuel load. Fuel Selectors _... EMERGENCY PROCEDURES ( ( LANDING GEAR MALFUNCTION PROCEDURES LANDING WITH FLAT MAIN TIRE 1. 5.INFLATED TIRE FIRST. Approach -. ( ( ( ( ( ( 3. ~. Directional Control·· MAINTAIN using brake on wheel with inflated tire as required. ( ( ( ( ( ( ( ( ( ( ( ( ( \ ( For TrlliniJlg Purpo!!es Only 23 September 2003 208PHTR02 .( ( ( Cessna MODEL· SERIES 208 PILOT'S OPERATING HANDBOOK . Hold airplane off flat tire as long as possible with aileron control.NORMAL W flaps). 4.

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4. ( ( ( 5. Seats. 2. Wing Flaps -.IDLE. ( ( ( ( ( ( ( ( \ ( ( ( ( ( ( ( ( 23 September 2003 For Training Purposes Only 208PHTRO~ . 3.MAX (full forward).175 KIAS .( ( ( Cessna MODEL SERIES · 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( ( SECTION 3 . Seat Belts. Shoulder Harnesses -.EMERGENCYPROCEDURES EMERGENCY DESCENT PROCEDURES ( ( ( SMOOTH AIR 1. Propeller Control Lever -.SECURE.0°. Airspeed -. Power Lever -.

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MAINTAIN LESS THAN 100 KIAS.MANEUVER for return for landing.SLIGHTLY TAIL LOW. Wing Flaps -. ( ( ( ". If available or practical.MAINTAIN 100 KIAS. Approach and Landing NORMAl. Airspeed -. If landing is required with door open: a. ( ( ( ( .0°. ( ( ( ( ( ( ( (' f ' / t~"". 3.< For Training Purposes Only 23 September 2003 208PHTR02 . 2.EMERGENCY PROCEDURES ( ( ( ( INADVERTENT OPENING OF AIRPLANE DOORS IN FLIGHT UPPER HALF OF CARGO DOOR OR UPPER HALF OF PASSENGER AIRSTAIR DOOR OPEN (Red DOOR WARNING Annunciator On) . avoid nose high flare. Flight Controls -. ( ( ( ( LOWER HALF OF PASSENGER AIRSTAIR DOOR OPEN 1.( ( ( ( Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 3 . have a second crew member go aft to close and latch door. Approach -. 5. Airspeed -. 1. 4. 2.NORMAL. 3. Landing -.

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it may be necessary to make a small power increase in the final flare stage to bring the nose up and prevent touchdown 'on the nose first.( ( ( ( Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 3 .e the power lever to idle: ( ( ( ( ( ' ( '\ ( ( ( ( ( ( ( ( \ 23 September 2003 For Trai"ingPurp(Jses Oply 208PHTR02 . mov.' At forward C. trim for approximately 500 fpm descent with 0° flaps at 100 KIAS.EMERGENCY PROCEDURES ( ( I I. Then control the glide angle by adjusting power. loadings. LANDING WITHOUT ELEVATOR CONTROL /' ( ( ( ( ( ( Using power lever and elevator trim control. The landing ' flare can be accomplished by a gentle power reduction accompanied by nose up trim. After touchdown.G.make small trim changes to maintain approximately 85KIAS as power is adjusted during the approach. If required.

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. closing the upper cargo door or upper half of the passenger airstair door can be accomplished after airspeed has been reduced by pulling the door forcefully closed and latching the door. ( I 23 Septertlber2003 For Training Purposes Only 208PHTRO~ . ( ( I ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( . On the Passenger Version. a landing should be made as soon as practical in accordance with the checklist procedures. the airplane should be slowed to 100 KIAS or less and landed as soon as practical. the airplane should be slowed to 100 KIAS tei reduce buffeting of the doors. avoid a nose-high flare to prevent dragging an . . an open cargo door cannot be closed in flight since the inside of the upper door has no handle.( '. PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( SECTION 3 . On Cargo ·Versions.open rear cargo pod door on the runway.EMERGENCY PROCEDURES ( ( I ( INADVERTENT OPENING OF AIRPLANE DOORS IN FLIGHT If any of the airplane doors should inadvertently. If any cargo pod doors inadvertently open in flight. open in flight. ! I Cessna ( MODEL SERIES 208 . If the door cannot be closed · in flight. During the landing.

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10. Battery Switch -.OFF.CHECK ON and FEEL AGAINST STOPS. For Training Purpo~es Only 23 September 2003 208PHTR02 .of fuselage or left side of . If water is observed. 25. 14. 8. take further samples until.CHECK AVAILABLE. 12. and proper fuel before each flight and after each refueling.OFF.CHECK IN. . Control Locks --REMOVE (DISENGAGE rudder lock. Fuel Reservoir Drain (bottom . 7.OFF. Cabin Heat Firewall Shutoff Control -. and if applicable.PREFLIGHT INSPECTION CABIN 1. All Circuit Breakers -. ( ( ( ( ( ( ( ( ( ( ( ( ( : ( CD LEFT SIDE 1. 6.NORMAL.OFF (full in) .) . Avionics Power Switch No.ON. 19. sediment. Pilot/Static and Stall Heal Switches -.ON. Bleed Air Heat Switch -. 2 .cargo pod) -DRAIN (using fuel sampler) to check for water. 24. 23. clear. 22. Fuel Quantity Indicators -.Battery Switch -. . inverier Switch (if instaiied) -.OFF. (Ensure pitot/static tube covers are removed. 15. 2 -.ON for 30 seconds. 2.SET. Fuel Selector Valves -. then OFF.OFF. All Switches -. .GUARDED NORM.ON. Oxygen Masks -. 13. Fuel Shutoff -. Wing Flaps -. Radar -. 5.SET. Trim Controls -. . 21 .CHECK. Oxygen Supply Pressure -. Avionics Power Switch No. 26. Emergency ' Power Uwer -. Static Pressure Alternate Source Valve -.( Cessna ( ( MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 4 .NORMAL PROCEDURES ( ( ( '~ ( ( ( ( CD .NORMAL..IN. 18. Air Conditioner (if installed) -. Pilot's Operating Handbook and Other Required Documents -AVAILABLE IN THE AIRPLANE. Standby Flap Motor Switch (Overhead) -.OFF. 3. 17. Take repeated samples from all fuel drain points (see Section 7 Fuel System Schematic for all nine drain locations) until all contamination has been removed.OFF. Check audibly that avionics cooling fan is operating. Inertial Separator T-Handle -. 11. copper witness wire present and intact. 16.CHECK QUANTITY. 4. 20. 9. Parking Brake -. if installed).UP.

. \ ( ( ( ( ( ( ( ( For Training Purposes Only ( .( ( ( ( ( ( ( IThis Pagel{ltentionally Left Blank I ( ( ( ( .

.CHECK (See Section 2. Avionics and Radar·· CHECK and SET. Cabin Heat Mixing Air Control-. Fuel Condition Lever -.RELEASE. Seat Belts. 10. Overspeed Governor -. 8.. CHECK (See Systems Checks). 23. Fuel Shutoff -. Fuel Tank Selectors -. c. CHECK. 7. pull to BYPASS position and check torque drop.ADJUST.AS REQUIRED.CHECK. 19~ ( ( ( ( 20. 14.RECHECK.C HECK and return selector to BATT position. Autopilot . Parking Brake·· SET. 22. . Wing Flaps _ SET at 0°.er Switch (if installed) .. 4. Power Lever -. GPS/NAV Switch -. ( A WARNING Failure to properly utilize seat belts and shoulder harnesses could result in SERIOUS or FATAL injury in the event of an accident.RECHECK NORM. Turn control counterclockwise.PREFLIGHT TEST (See Systems Checks). Engine Instruments . 17.. 16. 5. 28. move control back to NORMAL position and check that original torque is regained. d. Brakes -. AS HEQUIRED. Elevator. 13.CHECK (stabilized at 1750 ±60 RPM) (See Systems Checks) .ON (Standby Power INOF Annunciator . 6. Fuel Quantity -. Seats. b. 9. 18. 12. Inertial Separator -. Ice Protection -.. I ( 2.( ( Cessna MODEL SERIES 208 PILOT'S OPERATINGHANDBOOK TEMPORARY REVISION \ ( ( SECTION 4 • NORMAL PROCEDURES ( ( BEFORE TAKEOFF 1. Aileron. Strobe Lights -. Limitations for minimum oil temperature required for flight). Window .EXTINGUISHED or considered. Power Lever --IDLE..SET for takeoff. Shoulder Harnesses -.CHECK SECURE. Standby Power (if installed) _. Volt/Ammeter -.On when OAT is below 4°C (40°F). and Rudder Trim Controls -. Known Icing System -~ PREFLIGHT COMPLETE (See Systems Checks) prior to any flight in icing conditions.SET. Annunciators -. 25. Suction Gage _.OFF). 26. 27.CHECK and SET. Flight Controls _ FREE and CORRECT.FLT-PUSH. Flight Instruments -. Quadrant Friction Lock -. 21. For TrainjngPurposes Only 23 September 2003 20BPHTR02 .CLOSE. 24.400 FT-LBS. a. 15.RECHECK BOTH ON. ( ( ( ( ( ( ( ( 11 . ( ( ( 3.. Pitot/Static Heat -. Fuel Boost Switch .RECHECK FULLY ON.HIGH IDLE. Standby Pow.

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( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( \ ( ( ( For Training Purposes Only 23 September 2003 208PHTR02 .( ( ( Cessna MODEL SERIES 208 . PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( ( ( SECTION 4 • NORMAL PROCEDURES TAKEOFF NORMAL TAKEOFF NOT APPROVED. ( ( ( SHORT FIELD TAKEOFF NOT APPROVED.

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Power Lever·· ADVANCE for takeoff power. for Tra. Airspeed·· 93 KIAS (Refer to Section 5 for speeds at reduced weights). 2.( Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( ( ( SECTION 4 • NORMAL PROCEDURES ( ( LANDING NORMAL LANDING NOT APPROVED. Power Lever •• REDUCE to IDLE after clearing obstacles. Wing Flaps •• 0°. Touchdown·· MAIN WHEELS FIRST. ! ( ( Brakes·· APPLY HEAVILY while holding elevator control full aft. 3. Power Lever •• BETA range (lever against spring) after TOUCHDOWN. 2. ( ( ( ( ( NOTE Further reduction of landing roll will result from use of reverse thrust (see Section 5) . 3. ( ( ( SHORT FIELD LANDING 1. 100 KIAS MINIMUM until obstacles are cleared. 4. Wing Flaps·· 0°. Climb Speed . 6. ( ( 23 September 2003 . 5. BALKED LANDING ( ( I 1..ining Purpose$ Only 2OfWHTR02 .

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1i Intentionally Left Blank I ( ( ( ( '" ( ( \ .- ( ( / ( ( ( ( ( ( ( ( IThis Page I.( ( ( PILOT'S OPERATING HANDBOOK . TEMPORARY REVISION Cessna MODEL SERIES 208 ( ( .r 23 September 2003 For Training Purposes Only 208PHTR02 .

1575 1765 2010 2405 2910 _.- .Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5· PERFORMANCE • TAKEOFF ( . . LBS SPEED KIAS LIFT OFF 8000 89 AT 50 GRND FEETTC GRNO FEETTC GRND FEET TO GRND FEETTC ROLL CLEAR ROLL CLEAR ROLL CLEAR ROLL CLEAR 50FT 50FT FT FT 50FT FT 50FT FT OBS OBS 1650 1850 2075 2335 2680 3245 3965 1535 1720 1930 2170 2490 3010 3695 1425 1590 1785 2010 2300 2760 2910 3235 3605 4030 4615 5695 7235 2710 3010 3355 3750 4290 5290 6715 2515 2790 3105 3470 3970 4890 1740 1945 2185 2490 3010 OBS 3055 3395 3790 4300 5285 1830 2050 2335 2800 3400 OBS 1565 1750 1965 2210 2495 2900 3545 1455 1630 1825 2055 2320 2770 3075 3425 3825 4290 4995 6250 2560 2865 3185 3560 3990 4645 5605 2395 2655 2955 3300 3695 4300 5365 FT 104 SL 2000 4000 6000 6000 10000 12000 7500 B9 104 SL 2000 4000 6000 8000 10000 12000 7000 89 104 SL 2000 4000 6000 8000 10000 12000 I 3200 I 3560 : 4050 : 4925 6130 ( 3660 4520 1615 1610 2035 2315 2795 3395 4185 1500 1675 18es 2140 2585 3135 3860 6605 6630 2845 3160 3525 3995 4910 6130 800s 2635 2930 3265 3700 4545 5670 7390 .-..- 2760 3070 3490 4235 5265 3035 3410 6205 .- I 23 September 2003 20BPHTR02 For Training Purposes Only . ( ( 208 (600 SHP) WITHOUT CARGO POD TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 0° 40'C TOTAL TAKEOFF 10'C PRES ALT FT TOTAL 20'C TOTAl 3O'C · TOTAL 'NT... .1700 1905 2170 2600 3150 --2980 3315 3765 4580 5695 ( 2695 3285 1350 1510 1690 1905 2145 2490 .- -.

( ( ( \ ( Section 4. operating temperature limits of the airplane would be greatly exceeded. Use Type II or Type IV anti-ice fluid takeoff technique as specified in /c- ( ( ( \.Off Torque Set per Figure 5-7 Paved. increase distance (both ground roll and total distance) by 3% for inertial separator in BYPASS and 5% for cabin heat on. increase distances by 10% for each 2. .Normal Cabin Heat .5 knots. Those distance which are included . grass runway. Where · distance values have been replaced by dashes. For operation with tailwinds up to 10 knots. With takeoff power set below the torque limit (1658 ft-Ibs).( PILOT'S OPERATING HANDBOOK ( TEMPORARY REVISION Cessna MODEL SERIES 208 . Level. 2. Decrease distances 10% for each 11 knots headwind. 4. 3. ( ( 208 (600 SHP) ( ( ( 208 (600 SHP) . Dry Runway Zero Wind NOTES: 1. For operation on a dry. ( / ( For Training Purposes OnlY 23 September 2003 20BPHTR02 . 5. WITHOUT CARGO POD TAKEOFF DISTANCE (GROUND ROLL DISTANCE ANDTOTAL DISTANCE TO CLEAR 50 FEET) ( ( ( FLAPS 0 0 CONDITIONS: ( ( ( ( ( Flaps 0° 1900 RPM Inertial Separator . increase distances by 15% of the "ground roll" figure.by the operation slightly exceeds the temperature limit are provided for interpolation purposes only.

' Cessna MODEL SEAlES 208 . PILOT'S OPERATING HANDBOOK TEMPORARY REVISION J This Page IntentionallyLeft Blank I ( ( 23 September 2003 208PHTR02 For Tr~ining Purposes Only .

MODEL SERIES 208 ( ( / ( ./:' For Training PurpQses Only 23 September 2003 208PHTR02 .:.( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION Cessna · . \ ( ( ( ( ( ( ( IThis'Page Intentionally Left Blank I ( ( ( ( ( ( ( ( \ (' " '<..

LBS SPEED KIAS LIFT OFF AT 50 FT 104 GRNO FEET TO GRND FEET TO GRND FEETTC GRND FEET TO FT 50FT OBS 2825 3140 3495 3910 4390 5130 6470 2630 2920 3255 3640 4085 4765 6010 2440 2710 3015 3370 3780 4410 5555 FT 1850 2075 50FT OBS 3270 3640 4145 5070 6365 BOOO B9 1760 1975 2220 2525 3060 3725 4610 1640 1835 2060 2350 2840 2370 2845 3455 --1725 1930 12000 7500 89 104 SL 2000 4000 6000 8000 10000 12000 7000 89 104 SL 2000 4000 6000 8000 10000 12000 --3040 3385 3855 4710 5910 2900 3230 3605 2200 2640 3205 2085 2350 2735 3340 1365 1530 1715 1930 2175 2530 3085 4095 5060 6385 8565 2690 2990 3340 3790 4680 5900 7910 3455 4265 1520 1700 1910 2170 2625 3100 3935 -1595 1790 2040 2440 --2820 3140 3570 4360 5465 2960 --- ---- 23 September 2003 208PHTR02 For Training Purposes Only .Cessna MODEL SEAlES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5 .TAKEOFF 208 (600 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 0° TAKEOFF 10'C PRES AlT TOTAL ROLL FT SL 2000 4000 6000 8000 10000 1585 1775 1900 2240 2530 2945 3605 1475 1650 1850 CLEAR ROLL FT 1670 1870 2105 2370 2720 3295 4055 1555 1740 1955 2200 2525 3060 3760 1440 1615 1810 2040 2335 2825 3470 2O'C TOTAL CLEAR 50 FT OBS 2970 3300 3680 4120 4730 5875 7570 2765 3075 3425 3835 4400 5455 7025 2565 2850 3175 3550 4070 5045 6490 ROLL FT 30'C TOTAL CLEAR 50FT OBS 3115 3470 3870 4400 5445 6875 9235 ROLL 40'C TOTAL CLEAR WT.PERFORMANCE .

5. 3. With takeoff power set below the torque limit (1658 ft-Ibs)..Normal Cabin Heat . increase distances by 15% 01 the "ground roU" figure. 4. 2.. Use Type II or Type IV anti-ice fluid takeoff technique as specified in Section 4. grass runway.:.. For operation with tailwinds up to 10 knots. Inertial Separator . 23 September 2003 For Training Purposes Only 208PHTR02 . Level. Decrease distances 10% for each 11 knots headwind. Dry Runway Zero Wind Cargo Pod Installed po ( ( ( ( ( ( . For operation on a dry. · Those distance which are included by the operation slightly exceeds the temperature limit are provided for interpolation purposes only. ~ ( ( ( ( ( I " NOTES: 1.( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION MODEL SERIES Ceasna 208 208 (600 SHP) ( ( ( ( / 208 (600 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS ( ( ( CONDITIONS: Flaps 00 1900 RPM . Where distance values have been replaced by dashes. operatin~ temperature limits of the airplane would be greatly exceeded. increase distance (both ground roll and total distance) by 3% for inertial separator in BYPASS and 5% for cabin heat on. increase distances by 10% for each 2.l · .Off Torque Set per Figure5-? Paved.5 knots..

Cessna MODEL SERIES 208 .)ally Left Blank I ( ( ( ( ( 23 September 2003 208PHTR02 For Training Purposes Only .. PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( ( IThis Page Intentio!.

:. / \C. ( ( ( ( ( IThisPage Intentionally Left Blank I i ( ( ./. " " ( ( ( ( ( ( (' ".~. ' for Training Purposes Only 23 September 2003 208PHTR02 ..( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION MODEL SERIES Cessna 208 ( ( ( ( ( : ( ( \ .

.Cessna MODEL SERIES 208 . ..--- _. 5230 6590 6995 9025 3070 3415 3810 4275 5215 6490 8360 2845 3165 3530 3955 4820 5995 7715 _. . TEMPORARY REVISION ( ( SECTION 5· PERFORMANCE· TAKEOFF 208 (675 SHP) WITHOUT CARGO POD TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 0° TAKEOFF SPEEO KIAS AT 50 FT 104 10·C 20·C 30·C 40·C WT.FT FT 50FT FT FT DBS OBS oes OBS 1805 2025 2275 2565 2925 3540 4330 1680 1880 2115 2385 2720 3285 4010 1555 1740 1955 2205 2515 3030 3700 3135 3485 3890 4360 4950 1905 2140 2405 2715 3270 3970 4875 1775 1990 2235 2520 3030 3675 4510 1640 1840 2070 2330 2800 3395 4155 3300 3670 4100 4595 5615 2010 2255 2545 3020 3660 4470 3465 3860 4325 5180 6430 6175 2115 2445 2860 3390 3635 4200 4950 5950 SL 2000 4000 6000 8000 10000 12000 6095 7695 2920 3245 3620 4050 4600 5655 7135 2705 3005 3350 3750 4255 . _.1870 2095 2365 2800 3395 4140 .. ( - .3130 3615 4255 5105 7000 89 104 'SL 2000 4000 6000 8000 10000 12000 1730 1940 2185 2590 3130 3815 2905 .- ..- _. PILOT'S OPERATING HANDBOOK . .3380 3905 4600 5525 ---- ! \ 7500 89 104 SL 2000 4000 6000 8000 10000 12000 .- 3225 3590 4020 4815 5965 7580 1965 2270 2655 3145 .- 23 September 2003 208PHTR02 For Training Purposes Only .. . _.- _. LBS PRES ALT FT LIFT OFF BODO e9 TOTAL TOTAL TOTAL TOTAL GRND FEETTC GRND FEETTC GRND FEETT( GRND FEETTC ROLL CLEAR ROLL CLEAR ROLL CLEAR ROLL CLEAR 50FT FT 50FT 5O ..- -2985 3325 3725 4455 5515 6995 1820 2100 2455 .

. Where distance values have been replaced by dashes. ( ( CONDITIONS: Flaps 0° 1900 RPM Inertial Separator . increasE distance (both ground roll and total distance) by 3% for inertia separator in BYPASS and increse ground roll 5% and total distancE 9% for cabin heat on. Use Type II or Type IV anti-ice fluid takeoff technique as specified ir Section 4. 4. 5. ( ( ( i.:.ry. Decrease distances 10% for each 11 knots headwind. Thosl distance which are included by the operation slightly exceeds thl temperature limit are provided for interpolation purposes only.( ( ( ( PILOT'S OPERATING HANDBOOK . Level. FLAPS 0° ( ( ( ( ( ( . 3. increase distances by 10% for each . increase distances by 15% 0 the "ground roll" figure. 2. ( ( \ "iC"'' '/ I' ( 23 September 2003 2Q8PHTRQ2 ( For Training Purposes Only . With takeoff power set below the torque limit (1865 ft-Ibs).Normal Cabin Heat . For operation on a d./ ( ( TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) . operatin! temperature limits of the airplane would be greatly exceeded. grass runway. TEMPORARY REVISION MODEL SERIES Cessna 208 208 (675 SHP) ( 208 (675 SHP) WITHOUT CARGO POD . knots. ( ( ( ( ( ( ( NOTES: 1. For operatior with tailwinds up to 10 knots.Off Torque Set per Figure 5-8 Paved. Dry Runway Zero Wirid ( ("- ( '-:.

PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( ( ( ( IThis Page Intentionally Left Blank I ( 23 September 2003 208PHTR02 For Training Purposes Only .Cessna MODEL SERIES 208 .

Cessna 208 ( ( (/ \ ( ( ( ( ( ( ( ( ( IThis Page Intentionally LeftBlank I ( ( / ( ( " ( ( ( ( For Training Purposes Only 23 September 2003 208PHTR02 . MODEL SERIES .( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION .

TAKEOFF 208 (675 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 0° TAKEOFF WT.Purposes Only ._1845 2130 2490 ' 2950 -1750 ---3045 3395 3805 4570 5705 7350 _.. -... I 3595 4405 1700 1905 2145 2420 2755 3335 4080 1575 1765 1985 2235 2550 ' 3080 3765 ... a a _ \. -- -- ---- .. SPEED KIAS LIFT OFF 8000 89 PRES ALT 10'C TOTAL ROLL FT SL 2000 4000 6000 8000 10000 12000 7500 89 104 SL 2000 4000 6000 8000 10000 12000 7000 89 104 SL 2000 4000 6000 8000 10000 12000 1830 2050 2305 2605 2970 : 20'C TOTAL ROLL CLEAR 50 FT .. 1895 2125 2395 2845 3450 4210 -3290 3665 4110 4940 6170 7960 -... ....Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5· PERFORMANCE .. 6865 ..--- ---- 3195 3700 ' 4370 5270 3065 3425 3835 4360 5385 1965 2215 2630 3185 3880 ..-1995 2300 ' 2695 3195 3450 3995 4726 5705 --_... OBS 1930 2165 2440 2755 3320 4035 4965 1795 2015 2265 2560 3080 3740 4590 1665 1865 2095 2365 2845 3450 4230 3365 3750 4190 4705 5770 7255 9550 3130 3485 3895 4370 5360 6730 8855 2900 3230 3605 4045 4955 6215 6170 2035 30'C TOTAL ROLL FT CLEAR ' 50FT OBS 3535 3940 4425 5320 6650 8585 40'C TOTAL ROLL ' FT CLEAR 50FT OBS 2145 2480 2905 3445 3710 4300 5085 6145 LBS GRND FEETTC GRND FEET TC GRND FEETTC GRND FEETTC CLEAR 50FT OBS 3195 3560 3975 4455 5070 6275 8015 2975 3310 3695 4145 4710 5825 7435 2755 AT 50 FT FT FT 104 2285 2580 3065 3720 4550 --.. -- ...... --- 23 September 2003 208PHTR02 For Training . ..._- _.._...-.

2. increase distance (both ground roll and total distance) by 3% for inertial separator in BYPASS and increse ground roll 5% and total distance 9% for cabin heat on. For operation with . ' " 5. ( ( (" / For Training Purpose!. Decrease distances 10% for each 11 knots headwind.Normal Cabin Heat" Off Torque Set per Figure 5·8 Paved. Cessna MODEL SERIES 208 208 (675 SHP) ( ( ( ( 208 (675 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR. Dry Runway Zero Wind Cargo Pod Installed ( ( ( ( ( . increase distances by 15% of the "ground roll" figure.( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION . 3.50 FEET) ( ( ( FLAPS 0° ( ( ( ( ( ( (/ CONDITIONS: Flaps 0° 1900 RPM Inertial Separator . With takeoff power set below the torque limit (1865 ft-Ibs). operating temperature limits of the airplane would be greatly exceeded. LeveJ. Only 23 September 2003 208PHTR02 . l}$e Type II or Type IV anti-ice fluid takeoff technique as specified in Section 4. For operation on a dry. "'~ _c' ( ( ( ( / \ NOTES: 1.tailwinds ·up to 10 knots. grass runway. 4. increase distances by 10% for each 2 knots. Where distance values have been replaced by dashes. Those distance which are included by the operation slightly exceeds the temperature limit are provided for inteipolation purposes only.

Cessna MODEL SERIES 208 . (' 23 September 2003 208PHTR02 For TrairaingPurposes Only . PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( ( ( I ThisPagelntentiona"y Left Blank I ( ( ( ( ( ( \ ""'.

. f . For Training Purposes Only 23 September 2003 208PHTR02 .( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION Cessna MODEL SERIES 208 . ( ( ." ( ' \ ( ( ( ( ( ( ( ( ( IThis Page Intentionally LeftBlank I / " " ( ( ( " ( ( ( ( .j. .

Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5 . 3590 4225 5405 7150 2275 2585 2945 3370 3960 5060 6670 2120 2405 2735 3130 3675 4685 6155 1965 2225 2535 2895 3395 4320 5660 CLEAR 50 FT OBS 4845 5515 6315 7275 8725 . --- ---- . _..PERFORMANCE . 8000 10000 12000 7800 83 102 SL 2000 4000 ...---. 5110 5835 6895 9130 12840 2410 2740 3125 3635 4625 5985 2550 2905 3380 4245 5465 6000 .TAKEOFF 2088 (600 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 00 TAKEOF.--- 23 September 2003 20BPHTR02 For Training Purposes Only .- -4825 5500 6305 7435 10055 14345 - -' --. LBS SPEED KIAS LIFT OFF AT 50 FT 102 GRND FEETTC GRND FEETTC CLEAR 50FT OBS 4560 5180 5920 6810 7885 9740 13800 4285 4865 5555 6380 7385 9105 12850 3985 4520 5160 5920 6645 8420 11635 3690 4165 4770 5470 6315 7760 10860 8750 83 6000 8000 10000 12000 8300 83 102 SL 2000 4000 . PRES ALT FT TOTAl GRND FEETTC ROLL FT SL 2000 4000 2280 2585 2945 3370 3875 4650 6050 2145 2430 2770 3165 3635 4355 5655 1995 2260 2575 2940 3375 4040 2O'C TOTAL ROLL FT 2420 2750 3135 .F 10'e::.2245 2550 -4485 .-._. . 4750 5415 2905 3375 4285 5530 5850 6885 9265 13190 6395 8440 11620 6000 8000 10000 12000 7300 83 102 SL 5050 5230 1850 2095 2385 2720 3120 3730 4820 . 20BO 2360 2690 3125 3955 5085 -4150 4725 · 5405 6355 6545 12085 -2200 2500 2905 3635 4650 -. 4395 5010 5905 m5 10840 2000 4000 6000 6000 10000 12000 1. 5105 -_. 2375 2700 3140 3935 -_.FT OBS 5445 6220 7360 9770 13795 WT. 11 965 17915 4550 5175 5920 6815 8165 11160 16620 4230 4810 5495 6320 7560 10295 15255 3915 4450 5080 5840 6970 9460 13950 2565 2915 3330 3B75 4940 6405 30°C TOTAl ROLL FT CLEAR 50 FT OBS 5140 5860 6725 7940 10770 15430 40'C TOTAL GRND FEETTC ROLL FT 2715· 3090 3605 4530 5845 CLEAR 5O.

2. grass runway.Off Torque Set per Figure 5-7 Paved. increase distance (both ground roll and total distance) by 3% fOi inertial separator .5 knots. increase distances by 15% of the "ground roll" figure. Dry Runway Zero Wind Cargo Pod Installed ( ( ( ( ( ( ( ( / . Those distance which are included by . For operation with tailwinds up to 10 knots. Use Type II or Type IV anti-ice fluid takeoff technique as specified in Section 4. Where distance values have been replaced by dashes.in BYPASS and 5% for cabin heat on. operatin~ temperature limits of the airplane would be greatly exceeded. Level. Decrease distances 10% for each 11 knots headwind. With takeoff power set below the torque limit (1658 ft-Ibs). 3.Normal Cabin Heat .the operation slightl~ exceeds the temperature limit are provided for interpolatior purposes only. / ( ( ( ( ( ( ( ( NOTES: 1. For operation on a dry. increase distances by 10% for each 2. 4.( ( ( PILOT'S OPE=RATING HANDBOOK TEMPORARY REVISION Cessna MODEL SERIES '208 ( ( 208B (600 SHP) ( ! ( ( ( " 2088 (600 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 0° CONDITIONS: Flaps 0° 1900 RPM Inertial Separator . 5. For Tr~ining Purposes Only 23 September 2003 208PHTR02 . .

Cessna MODEL SERIES 208 ' PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ( IThis Page Intentionally Left Blank I ( ( "" T. ~·_" { 23 September 2003 208PHTR02 For Training Purposes Only .

ATING HANDBOOK TEMPORARY REVISION MODEL SERIES Cessna 208 ( ( ( ( ( ( / \ ( ( ( ( I This PagelntentionaUy Left Blank .- ( ( ( 23 September 2003 For Training Purposes Only 208PHTR02 .( ( ( PILOT'S OPER. I ( ( ( ( (.

Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5 .C TOTAL GRND FEETTC CLEAR 50FT OBS 4025 4580 5235 6030 7840 10570 15065 3780 4300 4915 5655 7335 9855 13965 3520 4000 4565 5250 6790 9090 12800 3260 3705 4225 4855 6260 8350 11690 ROLL FT 2300 2615 2995 3680 4690 6100 30'C TOTAL CLEAR SOFT OBS 4270 4865 5595 7070 9445 13155 ROLL FT 2435 2880 3475 4280 40°C TOTAL CLEAR 50FT OBS 4520 5420 WT.TAKEOFF 2088 (675 SHP) WITHOUT CARGO POD TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 0° TAKEOFF 10'C PRES ALT FT TOTAL GRND FEETTC ROLL FT SL 2000 4000 6000 8000 10000 12000 8300 63 104 SL 2000 4000 6000 8000 10000 12000 7800 83 104 SL 2040 231. 2460 2815 3520 4490 5870 1765 2000 2280 2610 3255 4145 5405 2O'.5 2640 3025 3515 4450 5775 1920 2180 2485 2840 3305 4175 . 5405 1790 2030 2310 2645 3070 3875 5000 1660 1885 2145 2450 2845 3580 4610 CLEAR SOFT OBS 3790 4305 4915 ROLL FT 2170 2465 2810 3220 4045 5175 6810 2040 2315 2640 3030 3795 4845 6355 1900 2155 .PERFORMANCE . LBS SPEED KIAS LIFT OFF AT 50 GRND FEETTC GRND FEET Te FT 8750 83 104 6690 8530 5645 6625 8730 12050 3560 4045 4615 --229() 2705 3260 4015 -2165 2460 2815 -4010 4565 5250 6620 8815 12220 --4250 - f -( 5085 6265 7970 5300 6210 8160 11215 3315 3760 4290 4920 5760 7545 10320 3075 3455 4395 5700 -2015 2290 2620 3210 4075 5270 -3730 4245 4875 6135 8140 11225 -~~- --2130 2515 3030 3725 --- --3950 4725 5810 7370 --- 2000 4000 6000 8000 10000 12000 7300 83 104 SL 2000 4000 6000 8000 10000 12000 -- -1870 2120 2425 2970 3765 4855 -- --3660 4370 5365 6785 3455 3930 4510 5660 7490 10275 1975 2330 2805 3440 3485 3970 4550 5320 6950 9465 - --- -- --- 23 September 2003 208PHTR02 For Training Pu rposes Only .

FLAPS 0° ( 1900 RPM Inertial Separator . For operation with tailwinds up to 10 knots.( ( ( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION MODEL SERIES Cessna 208 " . grass runway. operatin~ temperature limits of the airplane would be greatly exceeded. Dry Runway Zero Wind ( ( ( ( ( ( ( I [ " ~< ( { ( ( ( NOTES: 1. Decrease distances 10% for each "11 knots headwind. 3. . 5. ( ( (' ...Off Torque Set per Figure 5-8 Paved.. 2.Normal Cabin Heat . Use Type II or Type "IV anti-ice fluid takeoff technique as specified in Section 4. increase distance (both ground roll and total distance) by 3% for inertial separator in BYPASS and increse ground roll 5% and total distance 9% for cabin heat on. For operation on a dry. 4. increase distances by 15% of " the "ground roll" figure. 2088 (675 SHP) ( ( 208B (675 SHP) WITHOUT CARGO POD \ TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50'FEET) ( ( ( CONDITIONS: Flaps 0 0 . With takeoff power set below the torque limit (1865 ft-Ibs). ~~~) For Trahling Purposes Only 23 September 2003 208PHTR02 . Where distance values have been replaced by dashes. Those distance which are included by the operation slightly exceeds the temperature limit are provided for interpolation purposes only. .- . increase distances by 1 0% for each 2 knots. Level.

SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ) ) IThis Page ) Intentionally Left Blank I j ) ) ) ) ) ) ) ) ) ) ) 23 September 2003 208PHTR02 For Training Purposes Only .Cessna MODEl.

( ( ForTralning Purposes Only 23 September 2003 20BPHTROi . ( ( ( ( ( ( ( ( IThis Page ( Intentionally Left Blank I ( .( ( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION MODEL SERIES Cessna 208 ( ( ( (' 'I.<' ( \.

Cessna MODEL SERIES 208 . PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5 ..--- -1910 2170 2485 3045 3870 5005 ---3540 4030 4635 5835 2020 2385 2875 3535 ) n65 10750 ---- ---- 8680 12275 -- ----- -- -- 23 September 2003 208PHTR02 For Training Purposes Only . LBS SPEED KIAS LIFT OFF AT 50 FT 104 GRND FEET TC GRND FEETTC GRND FEETTC GRND FEETTC FT FT ) 8750 83 ) ) 5805 6825 9045 12585 3650 4145 4735 5445 6395 8450 11705 3395 3855 4400 5055 5930 7810 10765 3145 3570 4075 4675 5475 7190 9865 3n5 4825 6295 ----4355 5230 6465 8260 --2210 2515 2880 3545 4520 5880 --4110 4685 5395 6830 9150 12805 ------2340 'Z770 3345 4125 - ------p2180 2575 3105 3825 --- -2060 2340 2680 3290 4190 5435 ---3825 4355 5010 6325 8445 11750 --- 4050 4855 5990 · 7630 ----- -3750 4490 5530 7025 ..PERFORMANCE .. 3880 4410 5045 2215 2520 2875 3300 4150 53301 70401 2085 2370 2705 3100 3895 4990 6570 1940 2205 2515 2885 3615 .. 4620 6065 1800 2045 2330 2670 3340 4260 5580 ROLL FT 0 20·C TOTAL CLEAR 50FT aBS 4125 4695 5380 6205 8105 1005 5865 3875 4410 5050 5815 7580 10255 14690 3605 4100 4690 5400 7015 9450 13450 3340 3795 4340 4990 6465 2350 3O· C TOTAL ROLL CLEAR 50FT OBS 4375 4990 5750 7295 9810 13795 2490 2945 3565 4400 . 2675 · 3065 40·C TOTAL ROLL FT CLEAR 50FT OBS 4640 5575 6900 8845 / Wf.TAKEOFF 2088 (675 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) J FLAPS 0 TAKEOFF 10·C PRES ALT FT TOTAL ROLL CLEAR 50FT OBS SL 2000 4000 6000 8000 10000 12000 8300 83 104 SL 2000 4000 6000 8000 10000 12000 7800 83 104 SL 2000 4000 6000 8000 10000 12000 7300 83 104 SL 2000 4000 6000 8000 10000 12000 2085 2370 2700 3095 3605 4575 5955 1965 2230 2540 2910 3385 4285 5570 1830 2075 2365 2705 3145 3975 5155 1695 1925 2190 2505 2910 3675 4750 .

·/ . / ( ( NOTES: 1. increase distances by 15% of the "ground roll" figure. For operation on a dry. Where distance values have been replaced by dashes. Dry Runway Zero Wind Cargo Pod Installed ( ( ( ( ( ( ( ( ( \.REVISION MODEL SERIES Cessna 208 . 3. ThoSE distance which are included by the operation slightly exceeds the temperature limit are provided for interpolation purposes only. grass runway. 4. For operation with tailwinds up to 10 knots. ( 2088 (675 SHP) 2088 (675 SHP) CARGO POD INSTALLED I ( ( \.Normal Cabin Heat . 5. Decrease distances 10% for each 11 knots headwind.Off Torque Set per Figure 5-8 Paved. t· . I . For Training Purposes Only 23 September 2003 208PHTR02 . With takeoff power set below the torque limit (1865 ft-Ibs). ( TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) ( FLAPS 0° CONDITIONS: Flaps 0° 1900 RPM Inertial Separator . Level.( PILOT'S OPERATING HANDBOOK TEMPORARY. 2. Use Type II or Type IV anti-ice fluid takeoff technique as specified in Section 4. increase distances by 10% for each 2 knots. operatin~ temperature limits of the airplane would be greatly exceeded. increase distance (both ground roll and total distance) by 3% for inertia separator in BYPASS and increse ground roll 5% and total distance 9% for cabin heat on.

Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION ) ) ) IThis Page Intentionally Left Blank I ) ) ) ) ) ) ) ) ) ) ) 23 September 2003 ) 208PHTR02 For Training Purposes Only .

At the time of issuance.~iraraft...) --_.eri". It will not be kept current and therefore cannot be used ass'substitute for the official Pilot's Operating Handbook intended for operation of theaiJplane.( ( ( ( ( ( ( ( ( ( NOTICE This document is for use in a Flig~~S~fety International classroom training._----------_. Operating Handbook and is to be used tOr general purposes only.. FlightSafety International January 22. ' ( ( ( ( ( ( ( ~ ( ...was an exact duplicate of the official Pilot'. this Manual.. 2004 ( . ADR#I058 For Training Purposes Only .ironment only and not tobe used in an .. ( .

· ( ) ) ) ) ) ) ) ) ) For Training Purposes Only .

( ( ( ( ( ( (' and FAA Approved Airplane Flight Manual A Textron Company ~ ( ( Pilot's Operating Handbook ( ( ( ( ( ( FAA APPROVED IN THE NORMAL CATEGORY BASED ON FAR 23. 1975 AND REVISED 18 OCTOBER 1996.I L. Wichita. Kansas USA Member of GAMA Original Issue . 1998 Serial No. DOCUMEN:r MUST BE CARRIED IN Model 208 .fJ~A.:. THIS ~=====:. SPECIFICATION FOR PILOT'S OPERATING HANDBOOK.f 7 ApR. I The Cessna Aircraft Company WITH PT6A-114A (675 SHP) ENGINE APPROVED B~4d.:::. _ _ __ REFER TO PARAGRAPH 'COVERAGE' ON PAGE viii OF THIS HANDBOOK FOR AIRPLANE SERIAL EFFECTIVITY.:======.:::. _ _ _ _ __ Registration No. ISSUED FEBRUARY 15. THE AIRPLANE AT ALL TIMES.:::. Come II Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE-3 [lATE OF APPROVAL THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY THE FEDERAL AVIATION REGULATIONS AND ADDITIONAL INFORMATION PROVIDED BY THE CESSNA AIRCRAFT COMPANY. AND CONSTITUTES THE FAA APPROVED AIRPLANE FLIGHT MANUAL THIS HANDBOOK MEETS GAMA SPECIFICATION NO. Wendell W.IflU'. @ COPVRIGHT© 1998 The Cessna Aircraft Company .1 .1 April 1998 For Training Purposes Only .

SUPPLIED BY THE CESSNA AIRCRAFT COMPANY MUST BE PROPERLY ) ) The Cessna Aircraft Company. Aircraft Division ) ) ) ) ) ) ) ) ) For Training Purposes Only .THIS MANUAL WAS PROVIDED FOR THE AIRPLANE IDENTIFIED ON THE TITLE PAGE ON SUBSEQUENT REVISIONS INSERTED.

.30 OCTOBER 2002 I I PART NUMBER: D1352-6-13PH Revision 6 For Traininl! Purooses Onlv iIi ..1 April 1998 REVISION 6 . CESSNA PUBLICATION PART NUMBER ( MODEL 208 (675 SHP) ( " . Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Serial Numbers 20800277 and On ORIGINAL ISSUE .

) ) ) ) ) ) ) ) ) ) ) ) ) For Ti'ainingPurposes Oldy .

Warranty service is available to you at authorized Cessna Service Stations throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty. EQUIPMENT to provide you . 1 April 1998 iii For Training Purposes Only . Welcome to the ranks of Cessna owner/operators! Your Cessna has been designed and constructed to give you the most in performance.:: ~~/ A current Cessna Sales and Service Directory accompanies your new airplane. • THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING ' CESSNA AIRPLANES. The Directory is revised frequently. performance and suggestions for its servicing and care.any. (" . Cessna Aircraft Comp. It contains information about your Cessna's equipment. published by . You will find the following services are offered by each Cessna Service Station: • THE CESSNA WARRANTY. Specific benefits and provisions of warranty. It is our desire that you will find flying it a pleasant and profitable experience .. is iivailable at Cessna Service Stations worldwide . ( \ • A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. Make your Directory one of your cross-country flight planning aids. expert service .CESSNA MODEL 208 (675 SHP) CONGRATULATIONS CONGRATULATIONS .. .. Please study it carefully and refer to it often. kept current by Cessna Service Bulletins and Cessna Service Newsletters. • FACTORY-APPROVED SERVICE efficient and accurate workmanship. This Pilot's Operating Handbook has been prepared as a guide to help you get the most utility from your airplane. The worldwide Cessna Organiz-ation and Cessna Product Support stand ready to serve you . We urge all Cessna owners/operators to use the Cessna Organization to the fullest.economy and comfort. • FACTORY-TRAINED PERSONNEL to provide you with cO\Jrteous.. which provides coverage for parts and labor. plus other important benefits for you are contained in your Customer Care Program Handbook supplied with your airplane. since Cessna Service Stations have all of the Maintenance Manuals and Parts Catalogs. operating procedures. and a current copy can be obtained from your Cessna Service Facility.

Range Time B.000 FT .. ... . ... . ... . . . . ..000 FT . .. .0HRS 1295 NM Max Range at 20.. . 1220 NM Range 7.. .. ) ) ) iv For Training Purposes Only 29 September 1998 ) ) . . ..000 FT TAKEOFF PERFORMANCE : Ground Roll . . .000 FT . . . . .. ..... .... ........ . . taxi. . .3 HRS RATE OF CLIMB AT SEA LEVEL ..... .... .. .. .000 FT . . ... ...... . 932NM Max Cruise at 10. 1B6 KNOTS Maximum Cruise at 20.. . .GENERAL INFORMATION CESSNA MODEL20B (675 SHP) GENERAL INFORMATION WITHOUT CARGO POD 1* SPEED (KTAS) : Maximum Cruise at 10.. . .000 FT . .. . . Range 10B5 NM Time 7.. . Total Distance Over 50 FT Obstacle . . ... . 1160 FT Total Distance Over 50 FT Obstacle ... Range 5.. .. .... .. 1234 FPM MAXIMUM OPERATING ALTITUDE . ... 1665 FT STALL SPEED (KCAS): Flaps Up. . . 61 KNOTS MAXIMUM WEIGHT: Ramp B035 LBS Takeoff BOOO LBS Landing 7800 LBS " / " ) ) ) ) * Speeds are based on mid-cruise weight... . ..... . . . . .. . ...... .13 HRS Time Max Range at 10... . 75 KNOTS Flaps Down. . ..... ... .. .. . . descent and 45 minutes reserve. Idle Power . 174 KNOTS RANGE: With 2224 pounds usable fuel and fuel allowance for engine start. . . ....... . . . .. .1 HRS Time Max Cruise at 20. . 25. ... takeoff. ... ..... . . . . climb.000 FT . . 2053 FT LANDING PERFORMANCE: 745 FT Ground Roll . . .. Idle Power ..

. . Full Feathering. . ... 3925 LBS MAXIMUM USEFUL LOAD .. . . ... 11 . .. . .:SSNA MODEL 208 (675 SHP) GENERAL INFORMATION GENERAL INFORMATION WITHOUT CARGO POD (Continued) \ STANDARD EMPTY WEIGHT .. . .. .. Constant Speed. . . 4110 LBS WING LOADING: Lbs/SqFt . . . ...9 335. hardsurfaced dry runways and no wind . . .. . . Diameter: 1061N NOTE The above performance figures are based on indicated weights. .. .. .. . 28. . . .. Performance for other operational conditions can be derived by reference . . .. . Free Turbine Flat Rated at 675 Shaft Horsepower PROPELLER: McCauley 3-bladed. to operational data in other sections of this handbook. . . .... Reversible.. . 14 QTS PT6A-114A ENGINE: Pratt & Whitney Canada . . .. . standard atmospheric conditions. .6 GAL FUEL CAPACITY . . . . . . ..CI. . . . .. . . .. .. . .. . ... ....... .. . .. . level... .. .. . OIL CAPACITY .. .. .... . .. .. .... . 1 April 1998 For Training Purposes Only v . .. .. .. .. .. . They are calculated values derived from flight tests conducted by The Cessna Aircraft Company under carefully documented conditions and will vary with individual airplanes and numerous facto rs affecting performance. . ... ....6 POWER LOADING Lbs/HP .. . . . .

.... . Range Time 7. ... . Speeds are based on mid-cruise weight. .... .... . ..000 FT .... .9 HRS Time 1175 FPM RATE OF CLIMB AT SEA LEVEL . ...... ..... Range Time 6. 1600 FT STALL SPEED (KCAS): ... taxi.. .000 FT TAKEOFF PERFORMANCE: Ground Roll ... . ..... . . . 165 KNOTS RANGE: With 2224 pounds usable fuel and fuel allowance for engine start..000 FT .. ... . . ....000 FT . . . ...... 177 KNOTS Maximum Cruise at 20... ... . 25.. .... .. . . .. .. ....... . .... 1170 FT Total Distance Over 50 FT Obstacle .. .. .. 2090 FT LANDING PERFORMANCE: Ground Roll .... . descent and 45 minutes reserve... .. .. .. ..1 HRS 1028 NM Max Range at 10... ) vi 29 September 1998 For Training Purposes Only ... . MAXIMUM OPERATING ALTITUDE . . .. 891 NM Max Cruise at 10... .GENERAL INFORMA TION CESSNA MODEL 208 (675 SHP) ) GENERAL INFORMATION' WITH CARGO POD ) ) 1* SPEED (KTAS): Maximum Cruise at 10..000 FT ..... takeoff. ... ... . .. ...... . .. . .. climb.. Flaps Up. . . ...... 75 KNOTS Flaps Down. Range 7.1 HRS 1155 NM Max Cruise at 20.. 710 FT Total Distance Over 50 FT Obstacle .000 FT ... 61 KNOTS MAXIMUM WEIGHT: Ramp 8035 LBS Takeoff 8000 LBS Landing 7800 LBS ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) -. Idle Power . . . . ..... Range Time 5....9 HRS 1199 NM Max Range at 20. .. ... Idle Power ..000 FT . ..... ' ... ...... ..

.... ... standard atmospheric conditions. Constant Speed. . .-' 1 April 1998 For Training Purposes Only vii . 4305 LBS MAXIMUM USEFUL LOAD . . ... . . ..... .. .. ... .9 335. POWER LOADING Lbs/HP . . . Performance for other operational conditions can be derived by reference to operational data in other sections of this handbook... ( NOTE ( ( ( .. . hardsurfaced dry runways and no wind.. ... . . ... . .. .6 GAL FUEL CAPACITY . . . . ... . .. .. . . . .... .... PT6A-114A Free Turbine Flat Rated at 675 Shaft Horsepower PROPELLER: McCauley 3-bladed. ..' The above performance figures are based on indicated weights. ... .... ... . . . . . ... . 11 ... . . . \'i ....( ( ( CESSNA MODEL 208 (675 SHP) GENERAL INFORMATION ( ( GENERAL INFORMATION WITH CARGO POD ( /" \ (Continued) ( ( ( ( ( ( ( ( ( ( STANDARD EMPTY WEIGHT . . level. ..... .. Reversible. ... . ..... j ( ".. . OIL CAPACITY . ... . . . .. ..6 WING LOADING: Lbs/Sq Ft . .. Full Feathering. . . . . . Diameter: 1061N \. . 14 aTS ENGINE: Pratt & Whitney Canada .. .... 3730 LBS 28. They are calculated values derived from flight tests conducted by The Cessna Aircraft Company under carefully documented conditions and will vary with individual airplanes and numerous factors affecting performance... .. . . .. .

Section 9. These supplements contain their own Log of Effective ·Pages. The part number of this manual is also coded to . and also in the ~og of Effective Pages table. Refer to the example below: 01352 . and provides information on special operations. CESSNA MODEL 208 (675 SHP) COVERAGE The Pilot's Operating Handbook in the airplane at the time of delivery from The Cessna Aircraft Company contains information applicable to the Model 208 (675 SHP) airplane by serial number and registration number shown on the Title Page. operational procedures for various optional systems. Supplements. which should be used to determine the status of each and every individual supplement. As revisions to the POH are issued.13PH ) U viii Series of Book (Pilot Operating Handbook) Revision Level Base Manual Part Number 29 September 1998 For Training Purposes Only .02 . ) ) ) ORIGINAL ISSUE AND REVISIONS This Pilot's Operating Handbook and FAA Approved Airplane Flight Manual was originally issued on 1 April. Revision status is noted on Page i of th. the POH itself. the Part Number will change to reflect that revision. and may be issued or revised without regard to ·revision dates which apply to . This handbook is applicable to airplane serial number 2080277 and On. Supplements in Section 9 are stand-alone documents. This handbook is comprised of eight sections which cover operational aspects of a standard-equipped airplane.GENERAL INFORMATION . All information is based on data available at the time of publication.aid the owner/operator in determining the revision level of the POH. To ensure that information in this manual is current. 1998. revisions must be incorporated as they are issued.is section. provides expanded operational procedures for the avionics equipment (both standard and optional).

These temporary revisions are to be filed in the applicable section in accordance with filing instructions appearing on the first page of the temporary revision. \ ( ( It is the responsibility of the airplane owner to maintain this handbook in a current status when it is being used for operational purposes. This list will indicate the date the temporary revision was incorporated into the POH. TEMPORARY REVISIONS ( ( Under limited circumstances. all pages will contain the same date. ( ( ( REVISION FILING INSTRUCTIONS REGULAR REVISIONS ( ( ( / '. The recession of a temporary revision is accomplished by incorporation into the POH at revision time or by a superseding temporary revision. a Temporary Revision List will be located previous to this section when required. the page with the latest date shall be inserted into the POH. 1 April 1998 For Training Purposes Only ix . As revisions to the POH occur. Owners should contact their Cessna Service Station whenever the revision status of their handbook is in question. In order to accurately track the status of temporary revisions as they pertain to a POH. temporary revisions to the POH may be issued. When two pages display the same page number.( ( CESSNA MODEL 208 (675 SHP) GENERAL INFORMATION ( ( /" .S. The date on the Log Of Effective Pages shall also agree with the latest date of the page in question.•. Revisions should be read carefully upon receipt and incorporated in this POH. This log contains the page number and date of issue for each page within the POH. ( ( ( Pages to be removed or inserted in the Pilots' Operating Handbook and FAA Approved Airplane Flight Manual are determined by the Log of Effective Pages located in this section. thus authorizing the recession of the temporary revision. and to Internationally Registered aircraft according to Cessna Owner Advisory records at the time of issuance. these dates will change on effected pages. Revisions are distributed to owners of U. At original issue.. Registered aircraft according to FAA records at the time of revision issuance.

revision bars will appear the full length of text. These pages will display the current revision date as found in the Original Issue and Revisions paragraph of this section. a revision bar will be placed in the outer lower margin of the page. CAUTION .Calls attention to additional procedures or information pertaining to the text. NOTE .GENERAL INFORMATION CESSNA MODEL 208 (675 SHP) IDENTIFYING REVISED MATERIAL Additions or revisions to the text in an existing section will be identified by a vertical line (revision bar) adjacent to the applicable revised area on the outer margin of the page. cautions and notes pertaining to airplane handling and operations · are utilized. ) ) ) ) ) ) x For Training Purposes Only 1 April 1998 . providing no other revision bar appears on the page. adjacent added to an existing section will be identified by a single hand indicator adjacent to the figure title and figure EXisting art which is revised will have a pointing hand to the portion of the art which has changed .Calls attention to methods. WARNING . ' ) ) ) ) ) ) ) ) ) WARNINGS. When technical changes cause unchanged text to appear on a different page. procedures or limits which must be followed precisely to avoid injury or death to persons. . When extensive technical changes are made to text in an existing section that requires extensive revision. New art pOinting number. opposite the page number and date of the page.procedures or limits which must be followed to avoid damage to equipment. These adjuncts to the text are used to highlight or emphasize important points. CAUTIONS AND NOTES Throughout the text. warnings.Calls attention to use of methods.

.......... ....... SUPPLEMENTS .... 2 3 4 5 6 7 8 9 ( ( ( EMERGENCY PROCEDURES . .. {' i. HANDLING........................ ( PERFORMANCE .( ( CESSNA MODEL 208 (675 SHP) CONTENTS ( ( ( ( ~/" ..... ........ ( ( NORMAL PROCEDURES .. ( ( ( ( 1 April 1998 xiii/xiv For Training Purposes Only .. ...... . ..- \ ( ( ( TABLE OF CONTENTS SECTION ( ( ( GENERAL LIMITATIONS .." . ....................._..... WEIGHT & BALANCE/EQUIPMENT LIST ..... ..... AIRPLANE & SYSTEMS DESCRIPTION .. SERVICE & MAINTENANCE .....

) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) For Training Purposes Only ) .

'>' * 1 April 1998 1 April 1998 1 April 1998 1/11 •• • • ••• • ••• • ••• Revision 6 iii . v . . .... 1 April 1998 2-3 thru 2-5 . 3-20 thru 3-21 29 September 1998 3-22 thru 3-37 1 April 1998 3-38 ...... . . . 1 April 1998 3-18 ..... . 1 April 1998 4-6 . . ... . .... . . . .. ... . . .. .. . . . 1-9 . 13 October 1999 4-18 thru 4-22 1 April 1998 4-23 . . ....... ... . 7 September 2001 2-28 . ... • . 15 November 2000 4-24 thru 4-25 1 April 1998 4-26 thru 4-27 15 November 2000 4·28 . . . . . 7 September 2001 4-7 ... . ..... . .. .... . . . . .. . 7 September 2001 4-288 .. . .. .. ( ( PAGE AlB ... 1 April 1998 2·8 thru 2-9 .. . . .. ... ... is blank).. • . . .. . ... .. . .. .... .... . Revision 6 1 April' 1998 2-18 . . 1 April 1998 29 September 1998 4-13 . ..... . .. 7 September 2001 4-29 thru 4-32 .. . .... . . . .... ... ...CESSNA MODEL 208 (675 SHP) ( LOG OF EFFECTIVE PAGES ( ( LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides the date of issue for original and revised pages. 15 November 2000 4-8 thru 4-12 . • ~~signment Record .. .. ... 1 April 1998 2-6 .. ... . . . ... DATE PAGE DATE ( ( ( ( ( • ( ( • * • ( t '. as well as a listing of all pages in the POH. .. . . . .... .. . . .. 1 April 1998 Revision 6 x for Training Purposes Ollly . . .. . . 7 September 2001 4-28A . ... .. 8 March 1999 2-23 15 November 2000 2-24 thru 2-26 1 April 1998 29 September 1998 2-27 .. . . . . 1 April 1998 1-16 . .. ReviSion 6 7 September 2001 2-10 . . . . .. 15 November 2000 Revision 6 • 3-19 .. .. . . ... . . 1-5 .. . .. ... .. . .. . . . .. . . 13 October 1999 1-10 thru 1-15 . ... . . ... . Pages which contain a slash (I) mark indicate a blank page on the backup (Example: ilii indicates that page ii.. ... . ... . 3-16 7 September 2001 3-17 .. . . .. . . 15 November 2000 3-39 thru 3-42 29 September 1998 8 March 1999 3-43 . . . .... 13 October 1999 2-1/2-2 .... . . . ... .. ... . xi thru xii . .. 29 September 1998 3-3/3-4 .. ... ..... 15 November 2000 4-3 thru 4-5 .. . Title . . 1 April 1998 4-1 .... 4-14 thru 4-17 .... 2-11thru2-15 . ... .... Revision 6 1 April 1998 xiii/xiv ... .' "-'4.. .. . 29 September 1998 1 April 1998 3-5 thru 3-15 . . .. 1-1 .. . .. 15 November 2000 2-7 . . . . Revision 6 2-21 . .... . . . 3-44 .. . . . 2-19 thru 2-20 .... 29 September 1998 1 April 1998 viithru x ... 13 October 1999 1 April 1998 1-2 thru 1-3 . ...... . 1 April 1998 vi . 13 October 1999 1-4 . . . . 1 April 1998 1-6 thru 1-7 . . . . . Pages which are affected by the current revision are indicated by an asterisk (*) preceding the pages listed. . . 8 March 1999 13 October 1999 Revision Level Revision 4 Revision 5 Revision 6 Date of Issue 15 November 2000 7 September 2001 30 October 2002 ( ( ( ( ( ( o (Original Issue) Revision 1 Revision 2 Revision 3 . .. . Revision 6 1 April 1998 1-8 . . . ... 1 April 1998 29 September 1998 iv . Revision Level Date of Issue 1 April 1998 29 September 1998 .. .. .. .. .... .. .. 1 April 1998 2-22 . which backs up page i.. . ... 3-1 thru 3-2 ... .. 1 April 1998 4-2 ..... .... .. .... . .. .. .. 1 April 1998 2-16 thru 2-17 ... .

.... .. ... . .. . .. .. 1 April 1998 7-16 " . ..... 1 April 1998 7-4 .. . 1 April 1998 5-21 .. . . 1 April 1998 5-5 thru 5-6 . . APPROVED BY lM~o:. 1 April 1998 4-49 7 September 2001 4-50 . ... ... . . . .. . .. 1 April 1998 • 8-14 thru 8·15 . . 1 April 1998 5-53 . ... 1 April 1998 7-7 . Revision 6 8 -30 thru 8-39 .. ... ..... . ... . DATE OF APPROVAL ~ ) ) ) xii For Training Purposes Only Revision 6 . . . ... .. . . .. . .. 8 March 1999 8-40 . . .LOG OF EFFECTIVE PAGES .. ...... 1 April 1998 6-23 7 September 2001 6-24 thru 6-28 . Revision 6 5-54 thru 5-84 . .. ... . . . . . 7 September 2001 7'5/7-6 . .... . . .. . .. .. ... 15 November 2000 NOTE Refer to Section 9 Log of Approved Supplements for supplements applicable to optional systems.. . ... . .. 1 April 1998 6-51/6-52 ... ... ... Revision 6 7·70 thru 7-77 1 April 1998 • 7-78 thru 7-79 Revision 6 7-80 thru 7-92 1 April 1998 7-93 thru 7-96 7 September 2001 7-97 thru 7-101 1 April 1998 • 7·102 . Revision 6 7·51 thru 7·56 . 13 October 1999 4-39 thru 4-48 ... 1 April 1998 6-1/6-2 . . . . . ... ... ... . 7 September 2001 5-8 thru 5-20 .. 1 April 1998 9-2 ... . Revision 6 5-22 thru 5-52 . . . Revision 6 7-3 . 1 April 1998 6-29 . 1 April 1998 8 -1 thru 8-13 . . ....... . .. . . ... 1 April 1998 7·50 ...... Revision 6 7-17 thru 7-19 29 September 1998 7-20 thru 7-22 1 April 1998 7-23 7 September 2001 7-24 thru 7-40 1 April 1998 7-41 15 November 2000 7-42 7 September 2001 7-43 thru 7-44 1 April 1998 7-45 thru 7-48 Revision 6 7-49 " . 8 March 1999 9-1 . 1 April 1998 4-37 thru 4-38 ... ... . . .... .--' . . ....... ... . . .. _ _ ao • • c.. .. .. .. . .. . Revision 6 7·10317·104 .:. . Revision 6 5-2 .... .. . .. 1 April 1998 8-51 thru 8-52 ......... . . . . ... 1 April 1998 7-1 .. : . . .. .. .. .. 1 April 1998 8-41 . ..... ... a March 1999 8-42 thru 8-50 . .. .. CESSNA MODEL 208 (675 SHP) DATE • • • • • • • • 4-33 thru 4-34 '29 September 1998 4-35 7 September 2001 4-36 . .... .' .. .. . ... Revision 6 6-30 thru 6-50 . .. .. . .. 13 October 1999 7-8 thru 7-15 .. . ~~t. . . . .. ... .J .. ... . ... .. . .. ... 1 April 1998 7-2 .. .. . . . ... 1 April 1998 6-3 . . . ......... . . . . . .... . 1 April 1998 • 8-19 .. . ..__ . 1' Apri11998 4-51 29 September 1998 4-52 15 November 2000 5-1 . .. .. .. 1 April 1998 7·62 7 September 2001 7-63 thru 7·68 1 April 1998 " 7 -69 . . . . .. ~OOL 30 Oc'TIOaUl. . . . . . ... 13 October 1999 6-5 thru 6-22 . . ... ... . . .. .. ... . 1 April 1998 5-3/5-4 .. .. .. . . . . . . 1 April 1998 • 8·21 thru 8·22 Revision 6 8-23 thru 8·24 1 April 1998 • 8-25 thru 8-29 ... . ... . .. . . ..... . . Revision 6 8-16 thru 8·18 .. . . . ... .. 1 April 1998 5-7 ... .. 1 April 1998 6·4 . 1 April 1998 7·57 thru 7-60 29 September 1998 7·61 . ReviSion 6 8-20 .. .. .. ... . ..

( ( ( ( ( Page 1-2 1-4 1-5 1-5 1-5 1-6 1-7 1-8 1-9 1-9 1-9 1-9 1·10 1·10 1·11 1·11 1·13 1-14 1-16 1-161 ( ( ( ( '" ( f ( ( . ... ... ....... ... .... .. .. ....... .. . .............. ... ... ......... .... Standard Airplane Weights . . .. .. .. .....: \.. Abbreviations and Terminology . Autopilot/Flight Director And IFCS Terminology . . . ... .... ..... ... .. . . .... .... . . .. . . . ... .... . .... Engine Power Terminology . . . . .. .. .... .. ..... .. . Propeller ..( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( ( ( ( SECTION 1 GENERAL TABLE OF CONTENTS Three View .. . .. . . .. ...... Descriptive Data . . . . .. ......... ... ..... . ... Baggage/Cargo Compartment And Cargo Door Entry Specific Loadings ... .. . .. . ......... . ... ... Engine ....... .... Introduction ... .. .... . ... . . ....... ... Fuel .. ..... ........ . . ........... .. ... .. ...... .. ..... ...... . . Symbols.. . .. .. General Airspeed Terminology And Symbols .. Airplane Performance And Flight Planning Terminology Weight And Balance Terminology .... . ......... ...... .": ( ( ( ( " 13 October 1999 For Training Purposes Only 1-1 . . . . .. . .... ...... .. .. .. Meteorological Terminology .... . .. ....... .......... ... ............. .. . .. Oil ... ... .. .. . Cabin And Entry Door Dimensions . Ground Operations Stall Warning Disable Switch ... Maximum Certificated Weights .. . .. .... ..... . ... .... . .. ... .. .. ..... ...... ....

8--1 ... Three View (Sheet 1 of 2) 26857001 26857001 ""~ ~: _..5 2 ' .....1" ---~---.. ) ) ) 20'-6"-1 ) ) ) ) PIVOT POINT ) ) ) ) 1 . ) ) ) 1-2 For Training Purposes Only 1 April 1998 ) ) .SECTION 1 GENERAL CESSNA MODEL 208 (675 SHP) CARGO VERSION CABIN SIDE WINDOWS AND THE RIGHT HAND AFT PASSENGER DOOR ARE NOT INSTALLED ON THE CARGO VERSION. . Figure 1-1.. 106" ) ) ) ~11 ' .

10 1/2". 5.. ' 1 . ( ( ( ( ( ... Wheel base length is 11' -7 1/2". Maximum height shown with nose gear depressed as far as possible. McCauley propeller ground clearance with standard tires: Nose tire inflated and nose gear barrel extended 41/2": 1S". Three View (Sheet 2 of 2) 1 April 1998 For Training Purposes Only 1-3 .4 square feet..- .. Wing area is 279.~I " ( ( ( ( NOTES: 1. Minimum turning radius (*pivot point to outboard wing tip strobe light) is 31' . . Wing span dimension includes strobe lights... Tail height may increase with oversize tires.3 7 ' . 3. 2.7" --------. Nose tire deflated and nose strut fully compressed: 9".. ( ( ( 26857001 Figure 1-1..... 4.... Dimensions shown are based on standard empty weight and proper inflation of standard nose and main gear tires. 7. S.( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( ( ( I/~ -" ( ( \ ( ( ( ( .

It Is not a substitute for adequate and competent flight Instruction. placards. applicable federal . information in this handbook is applicable to both the Passenger and Cargo versions. pilot skill. A WARNING I Assuring the airworthiness of the airplane is the responsibility of the airplane owner or operator. CESSNA MODEL 208 (675 SHP) INTRODUCTION This handbook contains 9 sections. Where differences exist between the versions.SECTION 1 GENERAL . ) ) Genera"y. and includes the material required to be furnished to the pilot by Federal Aviation Regulations: and additional information provided by Cessna Aircraft Company. The pilot is also responsible for adhering to the operating limitations set forth by Instrument markings. A WARNING This handbook is not intended to be a guide for basic flight instruction or a training manual and should not be used as one. and this Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. ) ) j ) ) 1-4 For Training Purposes Only 13 October 1999 ) . they are noted in both text and illustration. This handbook constitu. and pilot knowledge of current airworthiness directives. es the FAA Approved Airplane Flight t Manual. aviation regulations and/or advisory circulars. Determining If the airplane Is safe for flight Is the responsibility of ~he pilot in command.

and terminology commonly used. reversible. Propeller Diameter: Maximum : 106 inches. an annular reverse-flow combustion chamber. with a feathered blade angle of 88°. two-shaft engine utilizing a compressor section having three axial stages and one centrifugal stage. Horsepower: Flat rated at 675 shaft horsepower. Engine Model Number: PT6A-114~ ? Engine Type: Free turbine. a low pitch blade angle of 15. Number of Blades : 3.6°. hydraulicallyactuated aluminum-bladed propeller. The power turbine drives the propeller through a two-stage planetary gearbox at the front of the engine. a one-stage power turbine. and a maximum reverse blade angle of -14° (30-inch station). PROPELLER -'<000 "-?? ( ( ( Propeller Manufacturer: McCauley Accessory Division. ( ( DESCRIPTIVE DATA ENGINE Number of Engines: 1 Engine Manufacturer: Pratt & Whitney Canada. ( 1 April 1998 For Training Purpos~s Only 1-~ . full-feathering.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( " ( ( I Section 1 provides basic data and information of general interest. a one-stage compressor turbine. Inc. ( ( ( ( ( ( ( ( (' \ ( ( '" . It also contains definitions or explanations of symbols. Propeller Model Number: 3GFR34C703/106GA-0. and a single exhaust. Propeller Type : Constant-speed. Minimum: 104 inches. abbreviations.

a mixture of one part aviation gasoline and three parts of Jet A.. Approved Fuel Additives: The following additives are required for anti-icing protection: ) ) ) ) I Ethylene Glycol Monomethyl Ether. JP·1. JP-4 (MIL-T-5624). Diethylene Glycol Monomethyl Ether. or JP-5 may be used for emergency purposes for a maximum of 450 hours per overhaul period. Alternate/Emergency Fuels: Aviation Fuel (All grades of military and commercial aviation gasoline). JP-5 (MIL-T-5624). Jet A-1. JETA-1 (AST M-D1655).shall not be used for more than 150 hours in one overhaul period. -.. ) ) ) ) ) ) ) ) A CAUTION ) Aviation gasoline is restricted to emergency use and.. JP-8 (MIL-T-83133A) .SECTION 1 GENERAL CESSNA MODEL 208 (675 SHP) ) FUEL Approved Fuel Grade (Specification): ) ) . JP-1 (MIL-L-5616). JET A (ASTM-D1655) . JET B (ASTM-D1655). ) ) ) ) 1-6 Revision 6 For Training Purposes Only .

332.5 U. If additional anti-static protection is desired. r~" l". and hoses).0 U. ( ( ( Dupont Stadis 450 If additional biocidal protection is desired. I ( Refer to Section 8 for allowable concentrations of the above additives and additional information.S. Approximately 9. gallons. cooler . the following additivel is approved for use: " ' .S. gallons. gallons. 1001. must be used.5 NOTE ( ( ( ( ( ~.S ~ quarts (including oil in filter.8 U.:: Total Oil Capacity: 14 U. Drain and Refill Quantity: Revision 6 For Training Purposes Only 1·7 . and all revisions or supplements thereto.CESSNA MODEL 208(675 SHP) ( SECTION 1 GENERAL ( ( A CAUTION ( ( JP-4 and JP-5 fuel per MIL-T-5624 and JP-8 fuel per ' MIL-T-83133A contain the correct premixed quantity ( of an approved type of anti-icing fuel additive and no additional anti-ice compounds should be added. quarts.S.S.6 U. 167. Refer to Section 8 for a listing of approved oils. " 1' Oil Grade (Specification): Oil conforming to Pratt & Whitney Engine Service Bulletin No. the ' following additive is permitted for use in certain conditions: ' Sohio Biobor JF Kathon FP 1. Fuel Capacity: Total Capacity: Total Capacity Each Tank: Total Usable : OIL ( ( ( / 335.

Quart markings indicate U. NOTE ) Refer to Section 6 of this handbook tor recommended loading arrangements in the Passenger Version and Cargo Version . 80001bs. If more than 10 minutes has elapsed since engine shutdown and engine oil is still warm.v'()\-k~-Z ) j ) A WARNING ) Ensure oil dipstick cap Is securely latched down.: 8'=45'0 / I Ramp: Takeoff: Landing: 80351bs. it is recommended the oil level be checked within 10 minutes after engine shutdown while the oil is hot (MAX HOT marking) or prior to the first flight of the day while the oil is cold (MAX COLD marking).SECTION 1 GENERAL CESSNA MODEL 208 (675 SHP) Oil Quantity Operating Range: Fill to within 1 112 quarts of MAX HOT or MAX COLD (as appropriate) on dipstick. 1-8 For Training Purposes Only 1 April 1998 .. 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. 78001bs.. volr'5e. Operating the engine with less than the recommended 011 level and with the dipstick cap unlatched will result In excessive 011 loss and eventual engine stoppage. . quarts low if oil is hot. NOTE ) ) To obtain an accurate oil level reading. MAXIMUM CERTIFICATED WEIGHTS ) ) ) . perform an engine dry motoring run before checking oil level. For example.S.

SPECIFIC LOADINGS ( ( / Wing Loading: 28. CABIN AND ENTRY DOOR DIMENSIONS ( ( ( Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. 37301bs.ft.. I 13 October 1999 .'~ STANDARD AIRPLANE WEIGHTS ( ( ( ( " ( ( ( ( ( Standard Empty Weight Pa$senger Version : Cargo Version : Maximum Useful Load Passenger Version : Cargo Version : 39251bs 4305 Ibs. Power Loading: 11 . 1-9 For Training Purposes Only .r '.lsq.( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( ( ( . BAGGAGE/CARGO COMPARTMENT AND CARGO DOOR ENTRY DIMENSIONS ( ( ( ( ( \ f Dimensions of the baggage/cargo area and cargo door openings are illustrated in detail in Section 6 of this handbook.9 Ibs'/shp. 4110 Ibs.6 Ibs.

Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable. Best Angle-of-Cllmb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Cllmb Speed is the speed which results in the greatest gain in altitude in a given time. Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used without overstressing the airframe.SECTION 1 GENERAL CESSNA MODEL 208 (675 SHP) SYMBOLS. ) Vs VSo ) Vx Vy 1-10 For Training Purposes Only 1 April 1998 . ) ) ) ) ) KIAS KTAS ) ) VMO Maximum Operating Speed is the speed that may not be deliberately exceeded at any time. ABBREVIATIONS AND TERMINOLOGY " GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Maximum Flap Extended Speed is the highest speed permissible with wing flaps.is the speed shown on the airspeed indicator and expressed in knots. in a prescribed\ extended position. Knots Indicated Airspeed . Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable in the landing configuration at the most forward centerofgravity. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature.

The air is a perfect dry gas. Gas Generator RPM indicates the percent of gas generator RPM based on a figure of 100% being 37.500 RPM . 3.2 mb). Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29. International Standard Atmosphere is an atmosphere in which: 1. The pressure at sea level is 29. The beta mode may be used during ground operations only_ Flameout is the unintentional loss of combustion chamber flame during operation. ( ( Pressure Altitude ( ( ( ( ISA ( ( ("" ( ( '" tl ~ . ( (' Flameout Flat Rated Gas Generator 1 April 1998 For Training Purposes Only 1-11 I .( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( ( ( METEOROLOGICAL TERMINOLOGY ( ( \. 4.98°C per 1000 feet. OAT ( ( Outside Air Temperature is the free air static temperature. 2. It may be expressed in either degrees Celsius or degrees Fahrenheit. Flat Rated denotes constant horsepower over a specific altitude and/or temperature. The temperature at sea level is 15°C." '" ENGINE POWER TERMINOLOGY Beta Mode ( ( Beta Mode is the engine operational mode in which propeller blade pitch is controlled by the power lever.S o C is 1.92 inches Hg (1013 . The temperature gradient from sea level to the altitude at which the temperature is -56.92 inches of mercury (1013 mb).

whichever is less·. Maximum Cruise Power is the maximum power approved for cruise and is not time limited. ITT of 805°C or Ng limit. I ) ) ) ITT signifies inter-turbine temperature. Maximum Continuous Power is the maximum power rating not limited by time. which results in an ITT exceeding 1090°C. In of 740°C or Ng limit. Maximum Continuous Power ) ) Maximum Cruise Power ) ) ) ) Propeller RPM Propeller RPM indicates propeller speed in RPM. RPM RPM is revolutions per minute.e. extreme icing conditions or windshear downdrafts) . Reverse Thrust Reverse Thrust is the thrust produced when the propeller blades are . or attempted start'.SECTION 1 GENERAL CESSNA MODEL 208 (675 SHP) GCU Hot Start ITT Maximum Climb Power GCU is the generator control unit. Ng signifies gas generator RPM. [ ) ) \~ . lIT of 765°C or Ng limit... . This power corresponds to that developed at thEl( maximum torque limit. torque (Section 5). This power corresponds to that developed at the maximum torque limit.rotated past flat pitch into the reverse range. Use of this power setting is limited to climb operations . This power corresponds to that developed at the maximum specified cruise. Maximum Climb Power is the maximum power approved for normal climb.. whichever is less.- ) ) 1-12 For Training Purposes Only 1 April 1998 ) ) . whichever is less. Hot Start is an engine start. Use of this power should be limited to those circumstances which require maximum aircraft performance (i.

. Use of this power should be limited to normal takeoff operations. This power corresponds to that shown in the Engine Torque For Takeoff figure of Section 5. The value shown is not considered to be limiting.~.) Usable Fuel Unusable Fuel 1 April 1998 For Training Purposes Only 1-13 . ( ( ( ( ( g NMPG GPH ("" " \. Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration. Windmill inputs.( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( ( ( ( / ' \ SHP Takeoff Power SHP is shaft horsepower and is delivered at the propeller shaft the power ( ( ( ( ( ( ( Takeoff Power is the maximum power rating and is limited to a maximum of 5 minutes under normal operation. Usable Fuel is the fuel available for flight planning.. 9 is acceleration due to gravity. is propeller rotation from force Torque Windmill airstream ( ( ( AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demonstrated Crosswind Velocity Demonstrated Crosswind Velocity is the velocity of the crosswind component for which a dequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. Gallons Per Hour is the amount of fuel consumed per hour. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Torque is a measurement of rotational exerted by the engine on the propeller.

Center of Gravity is the point at which an airplane would balance if suspended. the flight range will have the .G.G. and includes the weightot fuel used for start.) C.G .SECTION 1 GENERAL CESSNA MODEL 208 (675 SHP) WEIGHT AND BALANCE TERMINOLOGY Arm Basic Empty Weight Center of Gravity Arm is the horizontal distance from the referehce datum to the center of gravity (C. Maximum Landing Weight is the maximum weight approved for the landing touchdown.) of an item. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits. taxi and runup. Moment is the product of the weight of an item multiplied by its arm . Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Limits MAC Maximum Landing Weight Maximum Ramp Weight' Maximum Takeoff Weight Moment 1-14 For Training Purposes Only 1 April 1998 . Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane.same force vectors as those of the wing. Center of Gravity Limits are the extreme center of gravity locations within which the airplane ·must be operated at a given weight. chord of an imaginary airfoil which throughout . Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. MAC-(Mean Aerodynamic Chord) of a wing is the ( . Arm C. Maximum Ramp Weight is the maximum weight approved for ground maneuver.

and is included in the scale readings. Tare is the weight of chocks. Scale Drift may occur on some types of electronic scales because of the inability of the scale to return to a true zero reading after weighing. . including unusable fuel. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. ( ( ( Arm Tare ( ( ( Useful Load 1 April 1998 For Training Purposes Only 1-15 . If present. Standard Empty Weight is the weight of a standard airplane.) of an item. blocks.G. stands.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( ( /< ( Reference Datum Residual Fuel Reference Datum is an imaginary vertical plane 100 inches forward of the front face of the firewall. Residual Fuel is the fuel remaining when the airplane is defueled in a specific attitude by the normal means and procedures specified for draining the tanks. full operating fluids and full engine oil. ( ( ( ( ( Scale Drift { ( ( ( Standard Empty Weight f' " ( ( f Station \. Useful Load is the difference between ramp weight and the basic empty weight. this deviation from zero should be accounted for when calculating the net weight of the airplane. etc. used when weighing an airplane. Arm is the horizontal distance from the reference datum to the center of gravity (C. Tare is deducted from the scale reading to obtain the actual (net) airplane weight.

a flight director. and earlier serials modified with Accessory Kit AK208-22: ) ) To preclude or disable nuisance stall warnings during ground operations. and an IFCS is required before operating any of the components of the KFC-150 Flight Control system. visual recommendations while the autopilot automatically follows these recommendations as selected by the pilot using the system's controls. ' IFCS applies to the union of autopilot and flight director systems which allows the pilot to manage his flight by observing computed. ) ) ) Flight Director Integrated Flight Control System (IFCS) ) GROUND OPERATIONS STALL WARNING DISABLE SWITCH The following procedure applies to airplane serials 20800316 and on. Autopilot Autopilot is a system which automatically controls attitude and/or flight path of the airplane as directed by the pilot through the system's computer. Refer to Section 9.SECTION 1 GENERAL CESSNA MODEL 208 (675 SHP) AUTOPILOT/FLIGHT DIRECTOR AND IFCS TERMINOLOGY A WARNING A thorough understanding of the difference between an autopilot. push the control yoke forward to the stop. ) ) ) 1-16 For Training Purposes Only 13 October 1999 . This will engage the ground stall warning disable switch. Flight Director is a system which provides visual recommendations to the pilot to allow him to manually control the airplane attitude and/or flight path in response to his desires as selected through the( system's computer. Supplements for complete operating details.

... . ....... ...... . 2-11 Flight Load Factor Limits .... 2-9 Miscellaneous Instrument Markings .. ..... . .... 2-11 Maneuver Limits . . .. ... .. ... .......... ........ ... .. .. 2-17 Flap Limitations .. . ..... .. .... .. . .. ...... ...... . .... . . .. ... .. ..... ... .' .... ....... ... . . ....... . .. . . ... ... .. . . ... 2-17 Other Limitations ........... .. . . ... ..... ... . ... . . ..... .. ... .. ..... ..... ... ' . . ..... .. .. . Paragraph (a) (1) . . 2-5 Power Plant Limitations . 2-17 Airspeed Limitations ..... .. ... ...... .. .. 2-15 Maximum Operating Altitude Limit .. ... ..... 2-19 ( ( ( ( ( ( ( ( ( .. .. . .... .. 2-17 Type II or Type IV Anti-ice Fluid Takeoff Limitations ' .. 2-17 Maximum Passenger Seating Limits . . .. ... ... ... . ... .. .. .. ....... .... . ... .. .. .. 2-12 Fuel Limitations .. ... . . .. ..... . .. ' ... ..( " 1 April 1998 2-1/2-2 For Training Purposes Only .. . .. . 2-6 Power Plant Instrument Markings ....... .... .. 2-11 Center of Gravity Limits .. ..... . ... .. .. .. . 2-12 Kinds of Operation Limits . . 2-17 Flight in Known Icing Visual Cues . . 2-17 Flap Limitations ..... ... . .. ... .. .. . ... ... .... ... .. . .... .. . .. . 2-3 Airspeed Limitations . ... 2-12 Flight Crew Limits ..... . . . .. . ... ..... .. . ... ... .. . ...... . . . ...... ..... . ... .. ...... . . .. . .... . . ....... ..... . 2-17 Outside Air Temperature limits .. .. 2-18 Placards . .....As Required by AD 96-09-15.. . ........... . .. .. . . . . ......... .. .... .. . ...... . .. .... . .... . 2-10 Weight Limits .. . '. .. ....... . ... 2-4 Airspeed Indicator Markings .. .. . .. ...... . . .. . . .. . ..( ( ( ( ( ( ( ( ( ( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Page Introduction . .

) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) For Training Purposes Only .

( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( ( ( ( \ INTRODUCTION Section 2 includes operating limitations. instrument markings. procedures or performance data. If the alternate static source is · being used. NOTE • Operation in countries other than the United States may require observance of other limitations. A37CE as Cessna Model No. Observance of these operating limitations is required by Federal Aviation Regulations. Your Cessna is certificated under FAA Type Certificate No. ( ( A WARNING The limitations Included In this section and In Section 9 have been approved by the Federal Aviation Administration. standard systems and standard equipment. operating procedures. its engine. • The airspeeds listed in the Airspeed Limitations chart (Figure 2-1) and the Airspeed Indicator Markings chart (Figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. and basic placards necessary for the safe operation of the airplane. • Refer to Section 9 of this Pilot'~ Operating Handbook for amended operating limitations. ( ( ( ( ( ( ( ( ( ( ( ( 1 April 1998 For Trainin~ 2-3 Purposes Only . ample margins shOuld be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. 208 . performance data and other necessary information for supplemental systel!ls.

10° 10° .30° Maximum Window Open Speed ) ) 150 133 114 150 134 115 VFE 175 150 125 175 175 150 .SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in . SPEED KCAS 175 KIAS 175 REMARKS Do not exceed this speed in any operation. ~ 000(""' s~~: \5''5" KIAS. Figure 2-1.20° 20° . Do not exceed this speed with window open. 'V(JI&'~) ) ) ) ) ) ) ) ) ) Figure 2-1. Do not make full or abrupt control movements above this speed. Do not exceed these speeds with the given flap settings. 125 175 ) ) ) ) ) . Airspeed Limitations ) 2-4 For Training Purposes Only 1 April 1998 ) . ) ) ) ) VMO VA Maximum Operating Speed Maneuvering Speed 8000lbs 6300lbs 4600lbs Maximum Flap Extended Speed: 0° .

with flaps retracted. Upper limit is maximum operating speed. Lower limit is maximum weight Vso in landing configuration . Lower limit is maximum weight Vs at most forward C.G. Red Line 175 ( ( ( (' Figure 2-2.. Maximum speed for all operations. Normal Operating Range . ( ( Green Arc 63 -175 ( ( (.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( / _ 'e> AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in Figure 2-2. Upper limit is maximum speed permissible with flaps fully extended..' \. ( ( ( ( MARKING ( ( ( ( KIAS VALUE OR RANGE SIGNIFICANCE White Arc 50 -125 Full Flap Operating Range. Airspeed Indicator Markings 1 April 1998 For Training Purposes Only 2-5 .

and all revisions or supplements thereto. ) ) ) ) ) ) ) ) ) ) ) I \ I 2-6 Operation of the emergency power lever is prohibited with the \'.~:> power lever out of the IDLE position. Propeller Model Number: 3GFR34C703/106GA-0. after engine control system maintenance. Fuel Grade and Approved Fuel Additives: Refer to Fuel Limitations. When adding oil. Engine Model Number: PT6A-114A ) ) ) Engine Operating Limits: Refer to Figure 2-3. Maximum Reverse: -14°. Propeller Diameter. ) ) ) ) A CAUTION Do not mix types or brands of oil. Low Pitch: 15. Propeller Blade Angle at 30-inch Station. Propeller System Operating Limits: An overspeed governor check shall be performed before the first -flight of the day.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) POWER PLANT LIMITATIONS Engine Manufacturer: Pratt & Whitney Canada Inc. or if adjustment has been made. 15 November 2000 For Training Purposes Only . Feathered: 88°. Such positioning may lead to loss of airplane control or may result in an overspeed condition and consequent loss of engine power. Engine Control Operating Limits: Positioning of power lever below the flight idle stop while the airplane is in flight is prohibited. Refer to Section 8 for a listing of approved oils. Propeller Manufacturer: McCauley Accessory Division.6°. must be used. 1001. service the engine with the type and brand which is currently being used in the engine. Oil Grade (Specification): Oil conforming to Pratt & Whitney Engine Service Bulletin No. Maximum: 106 inches Minimum: 104 inches.

the starting cycle shall be limited to the following intervals and sequence: 20 seconds ON . the starting cycleshall be limited to · the following intervals and sequence : ( ( ( 30 seconds ON· 60 seconds OFF.. 20 seconds ON .( ( CESSNA MODEL.' . Repeat the above cycle as required. 20 sapQp(js ON . 120 seconds OFF. 30 seconds ON· 30 minutes OFF. Using external power.20B (675 SHP) SECTION 2 LIMITATIONS ( ( ( ( (' . ( ( ( 1 April 1998 2·7 For Training Pprposes Only .rpine Starting Cycle Limits: ' '. 60 minutes OFF. 120 seconds OFF.' . Using the airplane battery. 30 seconds ON· 60 seconds OFF. ( ( ( . t~·· · ( ( ( ( ( Repeat the" above cycle as required.

105 · 675 ) ) Per the Engine Torque For Takeoff figure of Section 5. and earlier airplanes equipped with Service Kit SK20B-147.105 1900 85 .99.6 --- Maximum .99 0-99 .6 52 Min 101 . (10) When the ITT exceeds 765°C. Oil pressures below 40 PSI are unsafe and require that either the engine be shut down or a landing be made as soon as possible using the minimum power required to sustain flight.105 'tJO 675 675 675 48e6.2%.5) 0 ~(1) o 805 (10) 765 740 685 805 101.6 (6) ----- · ----- --- 090 (6) 805 --101. (6) These values are time lim~ed to two seconds.SECTION 2 LIMITATIONS POWER SETTING CESSNA MODEL 208 (675 SHP) OIL TEMP °C (7) 10 .e. climb. Less than 675 SHP is available under certain temperature and altitude conditions as reflected in the takeoff. P-104 (12) -40 Min 10 ~ 99 OIL TORQUE MAX GAS GEN PROP RPM PRESS FT-LBS ITT (OC) RPM% PSIG (3) .105 I Transient Starting 2400(11) 850 (6) . this power setting is time limited to 5 minutes..99 0-99 0-99 -40 . reduce maximum For every allowable Ng by 2. 0 . Full 675 SHP rating is available only at RPM setting of 1BOO or greater. and cruise performance charts. (2) roo c ) ) ) ) ) ) ) ) ) 2-8 Revision 6 ) ) For Training Purposes Only ) . (8) Use of this rating is intended for abnormal situations (i.102. (4) Propeller RPM must be set so as not to exceed 675 SHP with torque above 1B65 ft-Ibs. (3) Normal oil pressure is 85 to 105 PSI at gas generator speeds above 72% with oil 0 temperature between 60° and 70 e (140° and 158°F). preferably at a reduced power setting .. an oil temperature between 74° and SO°C (165° and 176°F) is recommended. A minimum oil temperature of 55°C (130°F) is recommended for fuel heater operation at takeoff power. (9) The maximum allowable SHP is 675. (18°F) below -30°C (-22°F) ambient temperature. 1970 (4) · --~ --2090 40 Min · --675 1825 85 . (7) For increased oil service life.6 101 .1970(4) +86&. (11 ) These values are time limited to 20 seconds. -+e65Continuous (8) (1 ) 1900 85 .6 1900 85 .6 101. · .105 1900 85 . SHP (9) tf ~£ Takeoff Maximum Climb Maximum Cruise Idle Maximum Reverse (. 1(12) Up to 10 minutes for airplane serial numbers 20800364 and on. (5) Reverse power operation is limited to one minute.1/_~!o ~~~iec. Oil pressures below normal should be reported as an engine discrepancy and should be corrected before the next flight. Oil pressures below 85 PSI are undesirable and should be tolerated only for the completion of the flight. maintain altitude or climb out of extreme icing or winds hear conditions).

LIM 1090°. Incorporates red triangle at 10900 e and starting temperature limitation box labeled ST. Figure 2-4. Maximum oil temperature indicated by a red wedge. ------1900 RPM ( \.-~. Power Plant Instrument Markings Revision 6 For Traininl! Purooses Only 2-9 ..( ( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color significance are shown in Figure 2-4. Gas Generator %RPM Indicator (4) Propeller RPM Indicator Oil Pressure Gage Oil Temgerature age --- 52% to 101 . at 1865 ft-Ibs to indicate the takeoff position. +104°C (6) I I (1) (2) (3) (4) (5) (6) Incorporates red wedge and T.6% .1970 ft-Ibs (2) RED LINE (Max Limit) ----- ----- 1970 ft-Ibs 805°C ( ( ( --- ( ( ( 1"--- . INSTRUMENT RED LINE (Min Limit) GREEN ARC (Normal Operating) 0-1865 ft-Ibs 100°C to 740°C ( ( ( ( ( ( Torque Indicator (1 ) Inter-Turbine Temperature Indicator (ITT) (3) YELLOW ARC (Caution Range) STRIPED GREEN ARC (Alt Power Range) 1865 .6% --'.O.-( --40 PSI ' 1600 RPM to 1900 RPM 85 PSI to 105 PSI +10 o e to +99°e --- /' 40 PSI to 85 PSI -40°C to +10 o e. . +99°e to + 104°C (6) 105 PSI -40°C +99°e (5). Propeller RPM must be set so as not to exceed 675 SHP with torque above 1865 ft-Ibs . Airplane serial numbers 20800364 and on. and earlier airplanes equipped with Service Kit SK208-147. Full 675 SHP rating is available only at RPM settings of 1800 or greater..500 RPM. --- 101. 100% Ng is 37.

5. ) ) ) ) ) ) ) Figure 2-5.8 Gal nusable Each Tank) --- --- --- ) Suction Gage (2) To 15.Hg 3.5 . gallons.6 U. Miscellaneous Instrument Markings ) ) ) ) 2-10 For Training Purposes Only 7 September 2001 ) ) .5 .S. INSTRUMENT RED LINE (Min Limit) GREEN ARC (Normal Operating) and their color code YELLOW ARC (Caution Range) RED LINE (Max Limit) ) ) I Fuel Quantity Indicators (1) E J2.0 .5.000 Ft Propeller Anti-ice Ammeter Oxygen Pressure Gage --4. (2) Incorporates stepped green arc with 15K.5 in.000 Ft To 20.000 Ft To 25.5.5 in. 25K and 30K markings at the appropriate step locations to indicate the altitude (in thousands of feet) at which the lower limit of that arc segment is acceptable.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) MISCELLANEOUS INSTRUMENT MARKINGS Miscellaneous instrument markings significance are shown in Figure 2-5.5 in. 20K.Hg 4.Hg --- ----- ) ) ----- 20 Amps to 24 Amps 1550 PSI to 1850 PSI OPSI to 300 PSI ) 2000 PSI ) ) (1 ) Total unusable when operating with both tanks /on is 3.

e':\-~lbs.29% MAC) aft of datum at 4200 Ibs. Maximum Landing Weight: 78001bs. or less. The normal category is applicable to aircraft intended for non-aerobatic operations.41 inches (7. with straight line variation to 174. ( \ .. -- ( ( ( WEIGHT LIMITS Maximum Ramp Weight: 80351bs. are not approved.35 inches (40. vo\ t\ ~ Maximum Takeoff Weight: 80001bs.57 inches aft of the datum. chandelles .06 inches (24. including spins. 8 March 1999 For Training Purposes Only 2-11 ..( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( ( . Aerobatic maneuvers.83% MAC) aft of datum at 8000 Ibs. lazy eights. Reference Datum: 100 inches forward of front face of firewalL Mean Aerodynamic Chord (MAC): The leading edge of the MAC is 157. These include any maneuvers incidental to normal flying.. ( ( ( ( ( ( ( ( CENTER OF GRAVITY LIMITS Center of Gravity Range : Forward: 162. stalls (except whip stalls). ( ( ( NOTE Refer to Section 6 of this handbook for recommended loading arrangements in the Standard 208 and Cargomaster. MANEUVER LIMITS This airplane is certificated in the normal category. 184. and turns in which the angle of bank is not more than 60°.40 inches. -- Aft: ( r .33% MAC) aft of datum at all weights up to 8000 Ibs. The MAC length is 66.

The following equipment lists identify the systems and equipment i.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3. upon which type certification for each kind of operation was predicated. operation indicated. The pilot is responsible for determining the airworthiness of his airplane for each flight and for assuring compliance with current operating FAR's.8g. . ) ) ) ) ) ) 2-12 For Training Purposes Only 7 September 2001 .4g · * The design load factors are 150% of the above. and in all cases. These systems and equipment items must be installed and operable for the particular kind of . The operating limitations placard reflects the limits applicable at the time of Airworthiness Certificate issuance. -1 .52g *Flaps Down (All Settings): +2. the structure meets or exceeds design loads. Reference should also be made to the Equipment List furnished with the airplane for additional equipment information. ) ) KINDS OF OPERATION LIMITS This airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations and for flight-into-known icing conditions. ) FLIGHT CREW LIMITS One pilot required in left seat.

( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( (':-. 8 March 1999 2-13 For Training Purposes Only .'. (. KINDS OF OPERATION LIMITS (Co~tinued) REQUIRED EQUIPMENT \ ( ( ( ( ( DAY VFR: Airspeed Indicator (1) Altimeter (1)* Auxiliary Boost Pump System BATIERY HOT And BATTERY OVERHEAT Annunciators (NiCad Batteries Only) Elevator Trim System (Manual) Engine Ignition System Flap Motor (1 ) Flap Position Indicator ~. a functioning pneumatic altimeter is also required. Ng% RPM Indicator OIL PRESS LOW Annunciator Oil Pressure Gauge Oil Temperature Gauge ( ( ( Outside Air Temperature Gauge Overspeed (Airspeed) Warning System Overspeed Governor Pilots Operating HandbookiAFM Pitot-Static System (1) Propeller RPM Indicator Seat Belts (Each Occupant) Shoulder Harnesses (Front Seats) Slip-Skid Indicator (1) Stall Warning System Torque Indicator Trim Position Indicators (3) Volt/Ammeter ( ( ( ( f" FUEL PRESS LOW Annunciator Fuel Quantity Indicators (2) Fuel Seleciors Off Warning System ( ( Generator Inertial Separator System ITT Indicator Magnetic Compass * NOTE When a servoed altimeter is installed..

pneumatic altimeter is also required. a functioning ) Fllght-Into-Known Icing: ) All Equipment Required For Day VFR. AndlOr IFR. Night VFR.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) NIGHTVFR: All Equipment Required For Day VFA . As Applicable Horizontal Stabilizer Deice Boots Ice Detector Light (For night flight) Propeller Anti-Ice Boots Pitot-Static Tube Heat System ) Standby Electrical System Stall Warning System Heater Vertical Stabilizer De-Ice Boot Windshield Anti-Ice Panel Wing And Wing Strut De-ice Boots ) ) ) 2-14 For Training Purposes Only 7 September 2001 . Instrument Lights Navigation Lights (3) Strobe Lights (2) ) IFR: ) All Equipment Required For Day VFR All Equipment Required For Night VFR (if a night flight) Attitude Indicator -Gyro Stabilized (1 ) Clock Communications Radio (VHF) (1) Directional Indicator -Gyro Stabilized (1) Navigation Radios (As required) ) ) Sensitive Altimeter (1)* Suction Gauge (If gyros are vacuum powered) Turn And Bank Indicator Or Turn Coordinator (1) ) ) ) ) *NOTE ) When a servoed altimeter is installed.

S.1 161{.B. . maximum full rudder sideslip duration time is three minutes.1o/'~) Single Tank On: 165 U.. gallons.8 U.S. 'U.'.6 U.S.. "* R(~c.<{.j':' ~CQlb~ . fill fuel tank to the top of the filler neck.Uo l") ( ( Usable Fuel Both Tanks On: 332 U. Total Fuel Both Tanks: .lb~) Single Tank On: 2. Unusable fuel quantity increases when more severe sideslip is maintained.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 2 LIMITATIONS ( FUEL LIMITATIONS ' (". (noS" $'&') Unusable Fuel Both Tanks On: 3.. •. gallons total. gallons.S.". Fuel Grade (Specification) and Fuel Additives: ( I.. $1.. With low fuel reserves (FUEL LOW annunciator(s) ON).I'Z. Jet A1...S. ~~ 'b~ : "'e..') Aviation gasoline Is restricted to emergency use and shall not be used for more than 150 hours In one overhaul period. continuous uncoordinated flight with the turn and bank "ball" more than onequarter ball out of center position . Maximum fuel unbalance in flight is 200 Ibs. . ·~0. (-U.-. (2. \.8 U. u Due to possible f· el starvation.~ 2-15 For Training Purposes Only .S" Ib~ . ga/lons per tank.- ( ( ( . or JP-5 may be used for emergency purposes for a maximum of 450 hours per overhaul period. a mixture of one part aviation gasoline and three parts of Jet A. 1 1 April 1998 :: 18'3.:wc. U:~$} NOTE ( { ( ( ( ( ( {' . ( ztz4.. (1\2. Each Tank: 335. JP-1. '\ To achieve full capacity. gallons pertank. Ip~) 167.S. (IS.~ ~ ... Filling fuel tanks to the bottom of the fuel filler collar (Ievet with flapper valve) allows space for thermal expansion and results in a decrease in fuel capacity of four gallons per side (eight gallons total). . (. ~~I"$(~) ': 3!2. gallons total..is prohibited. ( r ( ( A CAUTION ( ' .6 U.

.0 COLOR ) ) JetA Jet A-1 Jet-B JP-1 JP-4 JP-5 JP-8 Av Gas (all grades) (3) 1(1) Colorless Colorless Colorless Colorless Colodess Colorless Colorless 80/87 Red 100LL Blue 100/130 Green ) ) ) Fuel used must contain anti-icing fuel additive (EGME) or (DIEGME).7 6. TAKEOFPC GALLON AT 15°C) ASTM-D1655 ASTM-D1655 ASTM-D1655 MIL-L-5616 MIL-T-5624 MIL-T-5624 MIL-T-83133 MIL-G-5572 ASTM-D910 -35 -40 -45 ' -35 -54 -40 -40 -54 6.7 6.· SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) Fuel Grade Specification and Fuel Additives (Continued) FUEL GRADE FUEL WINIMUM FUEL SPECIFIC SPECIFICATION EMPEAATURE WEIGHT FOR <tOUNDS ER U. The bbost pump must be ON for all flight operations. (3) I When using aviation gasoline. ) Refer to Section 8 for additional approved additives and concentrations. Minimum starting temperature is that given or the minimum allowable oil temperature (-40°C). the maximum fuel and ambient temperature for takeoff is +29°C (B5°F) and the maximum operating altitude is 9000 feet.8 6.5 6. A CAUTION JP-4 and JP-5 fuels per MIL-T-5624 and JP-8 fuel per MIL·T-83133A contain the correct premixed quantity of an approved type of anti-Icing fuel additive and no additIonal anti·lce compounds should be added. ) NOTE Starts may be attempted with fuel at lower temperatures providing other specified engine limitations are not exceeded. whichever is warmer. (2) .5 6.S. 2-16 Revision 6 For Training Purposes Only .7 6.7 6.

000 Feet. in addition to the pilOt's seat may be installed in the Cargo Version. in addition to the pilot's seat may be installed in the Passenger Version.000 feet.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( ( ' . ( OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: Approved Landing Range: Approved Landing Range in Icing Conditions: 0° to 20°. 0° to 30°. A maximum of nine seats.l/'/·c I S-OOO' :. . 3000 1 ( ( ( ( ( ( ( ( ( Flight Operations: ISA +35°C from sea level to 25.000 feet. A maximum of one seat. AIRSPEED LIMITATIONS Takeoff Rotation Speed: 89 KIAS . \" ( ( OUTSIDE AIR TEMPERATURE LIMITS Cold Day: · -54°C from sea level to 25. Hot Day: Ground Operations: +53°C from sea level to 5000 feet. ISA Conversion and Operating Temperature Limits chart. 2-17 For Traininl! Purposes Only Revision 6 . I TYPE II OR TYPE IV ANTI-ICE FLUID TAKEOFF LIMIT ATIONS FLAP LIMITATIONS Takeoff Flaps Setting : 0°. 10 000' = &.L/O·" . :. ISA +37°C above 5000 feet. 0° to 20°. MAXIMUM OPERATING ALTITUDE LIMIT Certificated Maximum Operating Altitude: 25. for a graphical presentation of the operating air temperature limits I MAXIMUM PASSENGER SEATING LIMITS (' ( ( ~~.10" 150oo':2tI Refer to Figure 5-5. ( .

During flight.· SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) FLIGHT IN KNOWN ICING VISUAL CUES As Required by AD 96-09-15. Accumulation of ice on the lower surface of the wing aft of the protected area. or mixed icing conditions (supercooled liquid water and Ice crystals) may result In Ice build-up on protected surfaces exceeding the capability of the ice protection system. use of the autopilot is prohibited when any of the visual cues specified above · exist. Flight in freezing rain. If one or more of these visual cues exists. performance and controllability of the airplane. immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions. All icing detection lights must be operative prior to flight into icing conditions at night. severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues. 4. Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice . NOTE This supersedes any relief provided by the Master Minimum Equipment List (MMEL). This ice may not be shed using the Ice protection systems. 3. or may result in ice forming aft of the protected surfaces. 2. or when unusual lateral · trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions. 1. Paragraph (a) (1) A WARNING ) Severe Icmg may result from environmental · conditions outside of those for which the airplane is certificated. 2-18 1 April 1998 For Training Purposes Only . Since the autopilot may mask tactile cues that indicate adverse changes in handling characteristics. freezing drizzle. and may seriousJy degrade the .

lions which musl be compiled wllh when operahng Ihls .ertthed 101 the lallowing flight operations as 01 date 01 or iginal allwollhmess cerlilicate: DAY . As a minimum. 1. IfR ( ( ( ( 1A.'plane In the Normal Category.( ( ( CESSNA MODEL 208 (675 SHP) . in this cllegQr~ ( ( ( ( ( ( ( ( 'he ( ( ( Air~. On control lock: CAUTION CONTROL lOCK REMOVE BEFORE STARTING ENGINE Revision 6 2-19 For Training Purposes Only ."" fl~hl are containtl' ill the PilOt's Operatinl Handbook and MOIl"!. In full view of the pilot on the sunvisor or windshield trim strip on airplanes equipped for flight into known icing: markirtfS a~ d pllClfds Installed in this lirptane contain opeIalinc limitations which m be tomplie4 with when operating thi5 airD'ane In lhe Normal Cltfgor~ ust Otner operating limitations which must be complied with when operating this Ilrpl.ng H"dbook . the exact wording of these placards is required as specified in this section. e contain aperallng n Ilmlt. SECTION 2 LIMITATIONS ( PLACARDS (-- ( ( ( A WARNING The following information must be displayed In the form of composite or Individual placards. Other operating limitatIOns which must be complied With when opeTallnR this alrpl~ne to thiS categolV ilre contained In the Pilot's Op.nr.ral. No iClobalic maneuvers. intiudinR SlNRS. Placard wording can be from part numbered placards obtained . IFR 2.1 No acrobatic mafleuverS. In full view of the pilot on the sunvisoror windshield trim strip on airplanes not equipped for flight into known icing: The markings and placards installed In thiS anpla. including spin!>. a~ro'fed.nMAA Approved Airplane Fhghl Man u. approved fIIghl'nlo known Icmg conditions plohibited This airplime IS c. See POH for weIChl and altitude restrictions relatinl10 ICe. rAJ Approved This airplaneIS approved tor tlight into ICing condilions il the proper optionll equipment is installed and operational. from Cessna Aircraft Company or equivalent placards installed by an approved repair station In accordance with normal maintenance practices/procedures. lhis airplw is udihed lor the lollo wlng Ilight operations IS 01 date 01 oricinaJ ilir· wOflhiness ceo'l ~iCJte' ( DAY · NIGHT· VfR .. NIGHT · VFR .

Near airspeed indicator: MAX WT. REfER TO SECTION 5 Of PILon OPERATING HANDBOOK. On left sidewall below and forward of instrument panel and (when right flight instrument panel is installed) on right sidewall below and forward of instrument panel: STATIC SOURCE DRAIN OPEN . gwg: CORRECTIONS VARY WITH VENTS OP(N OR CLOSED. also. Near torque indicator: RPM 1900 1800 1700 1600 MAX TORQUE O 1865 1970 1970 1970 ) ) 7. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30 0 increments. also mechanical detent at 10°) (light blue code. ) ) 5. mechanical detent at 20°) (white color code) Revision 6 For Training Purposes Only ) ) 10° to 20° 20° to FULL 150 KIAS 125 KIAS ) 12-20 . MODEL 208 (675 SHP) 3. MANEUVER SPEED 150 KIAS SEE POH FOR OTHER WEIGHTS 6.lli!!! lUST IE CLOSED fOR fUQHT ) 4. On sunvisor or windshield trim-strip: ) AlTERNATE STATIC SOURCE CORRECTION CliMBS &APPROACHES : NO CORRECTION REQUIRED.SECTION 2 LIMITATIONS CESSNA . 8: Near wing flap position indicator: UP to 10° 175 KIAS (partial flap range with dark blue color code.

blc.. .. GALLONS ANTI·ICE ADDmVE REQUIRED. Below power lever: ... : L 11 . CAUTION USE BETA AND REVERSE ONLY WITH ENGINE RUNNING AND PROPELLER OUT OF FEATHER ( ( ( 10. JET-A-FUEL TOTAL CAPACITY 167.8 U. 332 GAL WITH BOTH TANKS ON MAXIMUM FUEL UNBALANCE IN FLIGHT: 200 LB .. On fuel tank selector: ( ( OFF FUEL TANK SELECTORS OFF ( ( ON ( GAL 165 + ..S.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( ( ( ( (.... + ( ( ( ( + GAL 165 ON t r - \. SEE PILOTS OPERATING HANDBOOK FOR OTHER APPROVED FUELS... 9."-. -GROUND TO WING TIE-DOWN FITTING. 1 April 1998 For Training Purposes Only 2-21 ...- 2101007·' ... QUANTITY AND TYPE OF ADDmvE. USa. .~ ( ( ( Adjacent to each outboard fuel tank filler cap: ..

3 U.0 8-2 15. SEE PILOT'S OPERATING HANDBOOK FOR OTHER APPROVED FUELS.- .. .o""... Adjacent to fuel filter: 1'\11\. Adjacent to fueldrain can : "'''' " . \v 4. ANTI-ICE ADDITIVE REQUIRED.S. CAUTION I DO NOT OPEN WHEN FUEL QUANTITY IS IN EXCESS OF 120. -GROUND TO WING TIE-DOWN FITTING.3 U. 2106007·)1 13. GALLONS.~ C.. ~ tIC.INBD CAPACITY 120.. GALLONS .LJ"C EPA CAN . ".)Y"\ 0 I FUEL FILTER DRAIN DAILY 280104103 14.. Adjacent to each inboard fuel tank filler cap (when installed): JET-A-FUEL TOTAL. On the brake fluid reservoir: BRAKE FLUID RESERVOIR REFill WITH MIL-H-5606 FLUID ~---MIN---~ 2806026· 3 2-22 8 March 1999 For Training Purposes Only . QUANTITY AND TYPE OF ADDITIVE. uJo.DRAIN PROPERLY DISPOSE 26050.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) 12. I ~.S.

QUARTS TYPE: SEE PILOT'S OPERATING HANDBOOK FOR APPROVED OILS.C. NOMINAL 800 AMP STARTING CAPACITY MIN. SERVICED WITH : _ _ __ 2605009 -1 \. On firewall above battery tray: I 24 VOLTS D. On side of inertial separator duct: ( ( WARNING PRESSURIZED Oil TANK ( ( ( ENSURE OIL DIPSTICK IS SECURE ( ( I' 18. Near ground service plug receptacle : EXTERNAL POWER 28 VOLTS D. DO NOT MIX BRANDS.5 U.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( ( ( ( ~ 16. CAUTION THIS AIRCRAFT IS EQUIPPED WITH GENERATOR AND A NEGATIVE GROUND SYSTEM OBSERVE PROPER POLARITY REVERSE POLARITY WILL DAMAGE' ELECTRICAL COMPONENTS 2605010-Z 19. QUARTS DRAIN & FILL 9.C.S. ( ( ( ( ( ( 17.S. DO NOT EXCEED 1700 AMPS 15 November 2000 For Training Purposes Only 2-23 . "'~- Adjacent to oil dipstick/filler cap (on inertial separator duct): ENGINE OIL TOTAL CAPACITY 14 U.

....SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) . ) 20.. ) Adjacent to left crew door inside door handle : LOCK OVERRIDE: TO UNLOCK PULL & ROTATE KNOB TO LOCK PULL & ROTATE KNOB . 2..5·2 CAUTION DO NOT TOW AIRCRAFT WITH RUDDER LOCK ENGAGED zo ••• n .) . FLUX VALVE USE NON-MAGNETIC TOOLS AND SCREWS ) 21. Adjacent to upper passenger door outside pushbutton and door handle (Passenger version only): DOOR OPERAnON: TO OPEN PUSH BUTTON & ROTATE ( HANDLE TO CLOSE ROTATE ( HANDLE 2505012·12 ) 2-24 For Training Purposes Only 1 April 1998 . On each side of nose strut fairing near tow limit marking (rudder ·Iock placard required when rudder lock installed): ) WARNING MAXIMUM TOW LIMIT 22. On bottom of right hand wing just forward of aileron: . ") 23 .

Adjacent to upper passenger door inside door handle (Passenger version only): DOOR OPERATION: TO OPEN PULL HANDLE INBD & ROTATE ( ( ( ( ( ( ( 25. TO CLOSE ROTATE HANDLE ( & STOW 2605013-2 At center of lower passenger door on inside and outside (Passenger version only): ( ( WARNING OUTSIDE PROXIMITY OF LOWER DOOR MUST BE CLEAR BEFORE OPENING 2605015-5 ( ( ( ( ( 26.11 ( ( ( ( 1 April 1998 For Training Purposes Only 2-25 . Adjacent to upper cargo door outside pushbutton and door handle: ( ( DOOR OPERATION: TO OPEN PUSH BUTTON & ROTATE) HANDLE TO CLOSE ROTATE) HANDLE 2805012.( ( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( { ( 24.

Adjacent to upper cargo door inside door handle (Passenger version only): DOOR OPERATION: TO OPEN PULL HANDLE ) INBD & ROTATE TO CLOSE ROTATE HANDLE) & STOW ) ) 28.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) 27. On inside of lower cargo door (Cargo version only): ) MAX LOAD BEHIND BARRIER 2900 LBS TOTAL. REFER TO WEIGHT AND BALANCE DATA FOR BAGGAGE/CARGO LOADING 1201041. On left and right sides of aft side of cargo barrier (when installed): MAX LOAD BEHIND BARRIER 2900 LBS TOTAL . ·CHECK WEIGHT AND BALANCE· 30.\ ) 29. On right sidewall in Zone 6 (Passenger version only): MAX BAGGAGE j25 LBS . SEE POH FOR EXCEPTIONS.WEIGHT AND BALANCE· LOAD MUST BE PROTECTED FROM SHIFTING· SEE POH 2-26 For Training Purposes Only 1 April 1998 . ZONES FWD OF LAST LOADED ZONE MUST BEAT LEAST 75% FULL BY VOLUME. ZONES FWD OF 'LAST LOADED ZONE MUST BE AT LEAST 75% FULL BY VOLUME. ·CHECK. SEE POH FOR EXCEPTIONS.

MAX. COMPARTMENT MAX. ( ( On left and right sides of cabin in appropriate zones (Cargo version only): ZONE 1 MAX LOAD 1410 LBS ZONE 2 MAX LOAD 1430 LBS ZONE 3 MAX LOAD 1410 LBS ZONE 4 MAX LOAD 1380 LBS ZONES MAX LOAD 1270 LBS ZONE 6 MAX LOAD 320 LBS I ( ( ( ( ( ( ( ( f -' t ( 33.( ( CESSNA MODEL 208 (675SHP) SECTION 2 LIMITATIONS l ( ( 31. On i. PER SQ. COMPARTMENT MAX. WEIGHT 280 LBS. FLOOR LOADING 30 LBS. FT. FT. FT. WEIGHT 310 LBS. MAX. On right sidewall adjacent to Zone 5 (Cargo version only): IF LOAD IN ZONE 5 EXCEEDS 400 LBSA PARTITION NET IS REQD AFT OR LOAD MUST BE SECURED TO FLOOR ( ( " 32. NO SHARP EDGES AFT COMPARTMENT MAX. WEIGHT 230 LBS. NO SHARP EDGES CTR. PER SQ.nside of cargo pod doors: I { ( / FWD. MAX. FLOOR LOADING 30 LBS. PER SQ. FLOOR LOADING 30 LBS. NO SHARP EDGES 29 September 1998 For Training Purposes Only 2-27 .

SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) 34. I At each sidewall and ceiling anchor plate (except heavy duty anchor plates with additional structural support) and at anchor plate at center of lower cargo door (Cargo version only): ) / ) ) ) ) 2-28 For Training Purposes Only 7 September 2001 .

.. . .. .. . ... Airstart ...... . . . . Emergency Landing Without Engine Power .. .. .. . .... .. . . ... . . ".. 0 • •• 0 • • ••• 0" 0 3-14 3-15 3-16 3-17 0 0 • • • • 0 0 •• '0 • • • • • 0 0 0 • 0 0 0 • 0 0 • • 0 • 0 •• • ••• : 29 September 1998 ... ..( ( CESSNA MODEL 208 (675 SHP) ( ( SECTION 3 EMERGENCY PROCEDURES ( ( ( r .... .. . . . .... .. . .. . ... . Procedures For Exiting Severe Icing Environment Inadvertent Icing Encounter . EMERGENCY PROCEDURES TAB LE OF CONTENTS Introduction ... . 0 • 0 • • • • • • • 0 • SECTION 3 ( ( Page 3-5 3-5 ( ( ( ( OPERATIONAL CHECKLISTS Engine Failures ... . .... . . . ... .. Airspeeds For Emergency Operation ..... .. ... . . For Trainine Purposes Only 3-1 . . Weather Conditions Conducive To Severe Icing ... .. . .... ... . .. ... 0 • •• • • ( ( 0 • 0 ••••• • • 0 0 •• • 0 •• o. Forced Landings . . Starter Assist (Preferred Procedure) . Engine Fire During Start On Ground (Red Engine Fire Annunciator On or Off ICing . ...... . .. . .. Static Source Blockage (Erroneous Instrument Reading Suspected) ... Wing Fire. . . . Ditching . . .... .... .. Cabin Fire During Ground Operations ... . . . Engine Failure During Takeoff Roll Engine Failure Immediately After Takeoff Engine Failure During Flight Engine Flameout During Flight . . . No Starter Assist . ..c ". •• • •• ••••• • 0 •• •• 0 3-11 3-11 0 •••• • •••• •• ••• • 3-121 3-13 o ••• • .... . ~ Smoke and Fire .. .. .. . . .. . . Engine Fire In Flight (Red Engine Fire Annunciator On or Off) Electrical Fire In Flight Cabin Fire . ' 0 • • • • •• • • 0 •••• 0 • • • • • • •• 0 •••• ( 0 • • 0 0 0 0 •• • •• ••••• ••• • ••• •• ' • ••• •• • 0 •••• 0 •••• •• ••••••••• •• •••••• • •• • ( 3-8 3-9 3-9 3-10 3-10 3-11 0 •••• • •• • •• 0 • ••• 0 0 •• 0 • • • 0 •• • • 0 • • .. . ..... . .. .. . .. ... 0 • • • • 0 0 " o • • • • • • • •• • •• 0 •• • • • ••••••• • 3-13 3-14 3-14 0 ••• 0 • 0 0 0 •• 0 0 0 0 0 ••• • 0 0 • • • 0 •• •• • 0 • ••• 0.. .. ... Precautionary Landing With Engine Power .. .... . .... . . 0 •• 0 0 • •• 0 •• 0 0 0 •••• 0 0 • • ••• ••• •• • ••• 0 0 •• •••• 0 ( ( 0 • • • • ••• • •• ••• • • • •• • •• ••• • • • ( 0 • 0 ••• • •• 3-6 3-6 3-6 3-6 3-7 3-7 3-7 • ( ( . ..... . . .

. ... Fuel System Malfunction/Inadvertent Fuel Flow Interruption Procedures ..~~r...... ...... .. ' .... ... ... Fuel Level Low With Single Tank Selected (Red Fuel And Amber Left Or Right Fuel Low Annunciators On and Fuel Selector Warning Horn Activated . . Rough Air ... ....... ... .... Inadvertent Opening Of Airplane Doors In Flight ..... . ..... ...... Loss of Fuel Pressure (Amber Fuel Press Low Ann On) Fuel Flow Interruption to Fuel Reservoir (Red ... ~~i:.. . ... . Landing Gear Malfunction Procedures ... Landing With Flat Main Tire I Landing With Flat Nose Tire ... ....... .. 3-20 " 3-20 3-20 3-21 3-21 3-21 3-21 3-21 3-22 3-23 3-25 3-25 3-25 3-25 3-26 ... ................... ... Fuel Tank Selector Off During Start (Red Fuel Select Off Annunciator On and Both Fuel Selector Warning Horns Activated) ... .. .. Loss Of Oil Pressure (Red Oil Pressure Low Annunciator On) . ..... ... ....... Battery Temperature High' (Amber Battery Hot Ann On) Battery Overheated (Red Battery Overheat Ann On) Generator Failure (Red Voltage Low And/Or Red Generator Off Annunciators On) ...SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) TABLE OF CONTENTS (Continued) Page Engine Malfunctions . . ... . .... ..... ....' .Air . .... .. .Reservoir Fuel Low Annunciator On) ... Asymmetric Flap Extension Or Sudden Flap Retraction On One Side . .. . .. Flaps Fail To Extend Or Retract ..... ~~~~~t~~ i.... '.............. ... .... ..................... ...... ...... .." 3-26 29 September 1998 .... .. .... .. . .. ........... .......... ... ......... .. 3-2 For Training Purposes O"ly I Ge~~~~~cfa~~:~~)ati~~ ~~~... .... . ........... . ... Fuel Control Unit Malfunction in The Pneumatic Or Governor Sections (Engine Power Falls Back to Idle) .. . .... Upper Half Of Cargo Door Or Upper Half Of Passenger Airstair Door Open (Red Door Warning Annunciator On) ....... . . . Smooth . ....................... Flap System Malfunction Procedures .. Starter Contactor Does Not Disengage After Engine Start (Amber Starter Energized AnnUnciator On) Emergency Descent Procedures . 3-1S' 3-18 3-1S 3-18 3-18 3-18 3-19 3-19 3-19 t... ........... .... " . _ . .. . ........ ...... .... Electrical Power Supply System Malfunctions . ..

.... ... ... ... . Static Source Blocked ..... . . Inadvertent Opening Of Airplane Doors In Flight ..•.... ...... ... ... ... . . .... ... . . .. ..... . . t '.. . . . ... Emergency Exits .. . .... .. . ..... . .. . . ........ . . . .. Engine Malfunctions . . ..... . .. .. . ... . . ... Inadvertent Flight Into Icing Conditions . .. .. . . . .. . .. Landing Without Elevator Control .. . .. . ... .... . . . Standby Electrical System Malfunctions .... ~ ... 29 September 1998 For Training Purposes Only 3-3/3-4 .. ... . ... _ ... ... ... . .... . .. Electrical Power Supply System Malfunctions . Right Or Left Crew Doors Open .. .... . Gear Box Contamination . .. ... .. ....( ( ( CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ( ( /<---'- TABLE OF CONTENTS \ (Continued) Page 3-26 3-26 3-26 ( ( ( ( Lower Half Of Passenger Airstair Door Open ... .. . . . Emergency Operation In Clouds (Vacuum System Failure) " Executing A 180 0 Turn In Clouds .. .... ... .. .. . . ..... .. . . .. . ... . . .':?J. . . ... . .. . . . .. .. .. . . .. . . Generator Or Main Bus Malfunctions . . .. .. .. Loss ot Oil Pressure .... . .. ... ... .. .. .. . . .. . . . .. . Recovery From A Spiral Dive .... ... . ... .. . _. • Fuel System Malfunction/Inadvertent Fuel Flow Interruption Procedures .. .. . \.. Loss of Electrical Power ..... . .. BatterY Malfunctions ... .. ~''':'.. . . . . ... ... . . . ..... ... . . .. .. . .. . Emergency Descent Through Clouds . . ... .... . ... .... .. .. .... .. .... . .... . .. . .. . . . ... . . . .........~''' ..... . Cargo Pod Door(s) Open .... ... . .. . . . ....... .. ... .... . .. ... .. . ......... . . . ... .. .. .. ........ .. . . . . .. ... . . ... .... 3-27 3-31 3-32 3-32 3-33 3-34 3-34 3-35 3-35 3-36 3-36 3-37 3-37 3-37 3-381 3-38 3·39 3-39 3-40 3-41 3-41 3-42 3-43 3-43 1 ..... . .. . .. . .. . ...... . Partial Avionics Power Failure .. . Spins . . Fuel Control Unit Malfunction In The Pneumatic Or Governor Sections . . .. . . . Forced Landings . Smoke And Fire . . . ... .. . .. . ... ... AMPLIFIED PROCEDURES ( ( ( ( ( ( ( ( ( ( \ ( ( ( ( ( / Engine Failure . .-. . . .. . ... ... .. ... ... . . . . .. . .

For Training Purposes Only .

. . .. ... .'_' " ( ( ( ( Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. . . . .. Be thoroughly knowledgeable of hazards and conditions which represent potential dangers.. . .. ."'.. . . ... ( ( A WARNING There Is no substitute for proper and complete preflight planning habits and their continual review in minimizing emergencies.. . .. . .... 85 KIAS 1'1 75 KIAS 4600 Pounds .. ... .. .. . 4600 lbs .. 1':16 150 KIAS 134 KIAS 6300 lbs . . {. ... . . . .. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: 95 KIAS Wing Flaps Up . However. . Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. . . ... .. . ... \".. 80 KIAS Maneuvering Speed: 8000 Lbs . .. . . ( ( ( ( ( ( ( '.. .. .. . . .... .. . ......' 1 April 1998 For Training Purposes Only 3-5 . .. ... .... . ... ..... . .. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced.. . . . . .. . . . .... . . 95 KIAS Wing Flaps Down . .... Emergency procedures associated with standard avionics.. .. ... .. ... ... .. .. . ... and be aware of the capabilities and limitations Of the airplane. 72 KIAS Precautionary Landing ( Engine Power IFlaps Down) 80 KIAS Landing Without Engine Power: Wing Flaps Up . . ... ... . . .. .. .. ... 96 KIAS q~ 99 KIAS "fq 88 KIAS 6300 Pounds . . . . ... ....:.C?P Wing Flaps Down . 115 KIAS Maximum Glide: With Cargo Pod Without Cargo Pod 8000 Pounds ... . . or any optional systems can be found in Section 9. .. .. . . .. ... .... . . . 80 KIAS ( ( ( ( ('. . . . .. . the basic guidelines described in this section should be considered and applied as necessary to correct the problem ... should an emergency arise. . .. .( ( ( CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ( ( ( ( INTRODUCTION . . . the ELT.... . .I.

Fuel Shutoff -.OFF (warning horn will sound). 2.OFF. 1 April ·199B For Training Purposes Only 3-S . Fuel Tank Selectors -.APPLY. 4.OFF. Electrical Load -. 6.AS REQUIRED (full down recommended). 2. B. Battery Switch -..OFF (pull out). . Fuel Condition Lever -. 7.REDUCE. Airspeed . 3.NORM.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (S75 SHP) OPERATIONAL CHECKLISTS Procedures in the Operational Checklists portion of this section shown in bold faced type are immediate action items which should be committed to memory.Refer to Emergency Landing Without Engine Power checklist.FEATHER. S. Ignition Switch -. Fuel Condition Lever -.CUTOFF.OFF (pull out). Wing Flaps -. Fuel Tank Selectors -.CUTOFF. 4. If airplane cannot be stopped on remaining runway: 4.OFF (pull out). 10. Propeller -. Brakes -. Fuel Shutoff -.85 KIAS. Fuel Condition Lever •• CUTOFF. 7.. ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1.. 3. Propeller Control Lever •• FEATHER. 5.UP. Fuel Shutoff -.RETRACT. 7.IDLE. Fuel Boost Switch -. Power Lever -.95 KIAS. ENGINE FAILURE IMMEDIATEL V AFTER TAKEOFF 1.OFF (warning horn will sound). 6. 11 . Standby Power Switch (if installed) -. Landing -. Airspeed .BETA range.OFF.OFF. Power Lever . 5. Wing Flaps -. Wing Flaps -. ENGINE FAILURE DURING FLIGHT 1. 9. 2. 5. 3. Battery ~.

AS DESIRED after satisfactory relight as evidenced by normal ITT and Ng . Propeller Control Lever -."'/) ) 1 17. Avionics Power Switches -.START and OBSERVE. 4. Ignition Switch -.52% MINIMUM. RIGHT ON. Starter Switch -. 12. Engine Oil Pressure -. Power Lever -. FUEL PRESS LOW annunciator OFF). 7.NORM. ) ) ) ) ) ) ) ) )\. a.000 feet maximum. 15. Ng -. b.CHECK for indication.ON. Ignition Switch -. Fuel Boost Switch -. 14. Refer to Airstart checklists for engine restart. Battery Switch -. Electrical Load -. AIRSTART ) STARTER ASSIST (Preferred Procedure) 1. Power Lever •• IDLE.NORMAl. Standby Power Switch (if installed) -. Air Conditioner (if installed) -.CUTOFF. Fuel Condition Lever •• CUTOFF. Fuel Tank Selectors -. ) ) ) 1 April 1998 For Traininl! Purposes OnlY 3-7 . Ignition Switch -.ON (check AUX FUEL PUMP ON annunciator ON. Emergency Power Lever -. 6.LEFT ON. ITT -.20. 3. Fuel Shutoff -. d. · If Gas Generator Speed (N g ) Is Below 50%: a. Power Lever -. Bleed Air Heat Switch -.REDUCE. b.CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ENGINE FLAMEOUT DURING FLIGHT 1.ON.OFF if cause of flameout has been corrected. b. Altitude -. Fuel Condition Lever -.CHECK ON. 8. ) ) (. 5.OFF.IDLE. 16. 13.LOW IDLE and OBSERVE.OFF. c.~.ON (push in). 9. c. 10.12 MINIMUM .OFF. Fuel Condition Lever -. ) 2.OFF. 2. a.MIN RPM. IGNITION ON Annunciator -. ) ) If Gas Generator Speed (N g) Is Above 50%: a.MONITOR (1090°C maximum). b. 11. Ng -.

14.OFF. Starter Switch -.ON (push in).ON (check AUX FUEL PUMP ON annunciator ON.000 feet if propeller is feathered) . FUEL PRESS LOW annunciator OFF). 8. turn the Ignition switch ON. RIGHT ON. 23. Propeller Control Lever -. Electrical Equipment -. Battery Switch -.CUTOFF. Generator Switch -. 7. then leave ON).OFF.ON. Altitude -.AS DESIRED. 13.IDLE.100 KIAS minimum (140 KIAS if propeller is feathered) .NORM (unless it cycles on and off. 6.OFF. 3-8 1 April 1998 For Training Purposes Only . Avionics Power Switches -.AS REQUIRED. Propeller Control Lever -. Fuel Condition Lever -.000 feet maximum (15. 20. Standby Power Switch (if installed) -. Bleed Air Heat Switch -. .OFF. 15.MIN RPM.AS DESIRED. Fuel Shutoff -. Ignition Switch -. 12.HIGH IDLE. 2. Airspeed -.LEFT ON. check IGNITION ON annunciator ON. Emergency Power Lever -. Fuel Boost Switch -. 16. 10. 3. Fuel Condition Lever -.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( 18. 22. 11. 5.ON. Power Lever -.TRIP and release. A WARNING If conditions exist. Air Conditioner (if installed) -. Power Lever ~. Fuel Boost Switch -. 9.20. ( ( NO STARTER ASSIST 1. 4.OFF. 19. 21. such as heavy precipitation or nearly empty fuel tanks. Fuel Tank Selectors -.NORMAL.

Generator Switch -. 7. ) 5. Airspeed -.MONITOR (1 090°C maximum). Power Lever -. Seat Belts.NORM .CHECK STABLE. Ng -. EMERGENCY LANDING WITHOUT ENGINE POWER 1. Fuel Condition Lever -. Propeller Control Lever -. then leave ON .52% MINIMUM. Propeller Control Lever -. 80 KIAS (flaps DOWN).. turn the ignition switch )c.AS DESIRED.AS DESIRED. 8. ) Do not attempt a restart without starter assist If Ng tachometer Indicates zero % RPM. such as heavy precipitation or nearly empty fuel tanks. Fuel Boost Switch -.NORM (N. j ) ) FORCED LANDINGS . 4.~ ) " 20.IDLE.OFF. ~ . WARNING If conditions exist. 24. Ng Indicator -. ) ) 2.AS REQUIRED. Power Lever -. 3. a. ) } ) ) ) ) ) ) ! ) A ON. 21. Fuel Boost Switch . ( )( j ) ) ) . ITT -. 18.RESET and release. 19.CESSNA MODEL 208 (675 SHP) ) SECTION 3 EMERGENCY PROCEDURES ) ) /"" \ . 17. Ignition Switch -.9 52% or above) unless conditions warrant leaving ON . Electrical and Avionics Equipment -. Fuel Condition Lever -.CUTOFF. Ignition Switch -.NORM (unless it cycles on and off). ) 1 April 1998 For Training Purposes Only 3-9 . 9.LOW IDLE and OBSERVE. Seats..OFF.FEATHER. Fuel Condition Lever -. ) ) } 25. A CAUTION . 6.HIGH IDLE. J.95 KIAS (flaps UP).OFF. 23. Nonessential Equipment -. 22. b. Shoulder Harnesses -.SECURE. Standby Power Switch (if installed) -.

Fuel Condition Lever -. Power -. giving location and intentions and SQUAWK 7700 if transponder is installed. Brakes--APPLYHEAVILY.PARALLEL TO SWELLS. 5.80 KIAS. 14. Seat Belts. 11 . 3.SECURE. CESSNA MODEL 208 (675 SHP) ( ( 10. Battery Switch -.FULL DOWN (on final approach). 15. 6.OFF (pull out). Radio -.CUTOFF. 12. Fuel Shutoff -. Seats.AS REQUIRED(FULL recommended). Seat Belts. Airspeed -. .SLIGHTLY TAIL LOW. Shoulder Harnesses -. 16. Crew Doors -. LightWinds. Wing Flaps -. 3. Touchdown -. Brakes -. Generator Switch -. All Electrical Switches (except Battery and Generator) -OFF. ( ( ( ( ( ( 1 ( ( DITCHING 1. 11 . 6. 13. 4. 2.NO FLARE. 7.5 MHz. Heavy Swells -. Touchdown -.TRIP and release.SLIGHTLY TAIL LOW. 9.UNLATCH PRIOR TO TOUCHDOWN .10°.CUSHION at touchdown with folded coat or similar object. 7. Crew Doors -.OFF when landing is assured. 10.APPLY HEAVILY. Fuel Tank Selectors -. ( ( 3-10 For Training Purposes Only 1 April 1998 .ESTABLISH 300 FT/MIN DESCENT AT 80 KIAS. Touchdown -. noting terrain and obstructions. Face -.UNLATCH PRIOR TO TOUCHDOWN. Wing Flaps -. 8.SECTION 3 EMERGENCY PROCEDURES .90 KIAS. 4. Wing Flaps -. 13.OFF.TRANSMIT MAYDAY on 121 . 8. 12. Battery Switch -. Shoulder Harnesses -. Heavy Objects in Cabin -. (' PRECAUTIONARY LANDING WITH ENGINE POWER 1. Approach: High Winds --INTO THE WIND.FLY OVER.FULL DOWN. maintain descent attitude.OFF (warning horn will sound).SECURE. Seats. 2. 5. Wing Flaps -.SECURE if passenger is available to assist. Selected Field -. Airspeed -.

Propeller Control Lever·. Wing Flaps -. ) ) ) ) A WARNING Without electrical power. Fuel Condition Lever _. ) ) ) 10.'. 8. wing flaps and all avionics will be inoperative.OFF.l j ELECTRICAL FIRE IN FLIGHT 1... SMOKE AND FIRE ENGINE FIRE IN FLIGHT (Red ENGINE FIRE Annunciator On or Off) 1. 5. Airplane -. Vents _. 11 . iY' ) ) ) 1 April 1998 I<nr Trl1inino Pllrno. CUTOFF.FEATHER.. 6.. Airspeed -. Fuel Shutoff _.) ) CESSNA MODEL 208 (675 SHP) 9.p.ON.EVACUATE. )~. 3.OPEN. {' t.INFLATE when outside cabin. Forced Landing -. 4. Ventilation Fans (if installed) -. 4. 3. Onl" 3-11 .CLOSE. Forward SideVents -. Standby Power Switch (If Installed) .80 KIAS.. Overhead Vents -.. 9.EXECUTE (as described in Emergency Landing Without Engine Power) . Generator Switch -. Cabin Heat Firewall Shutoff Control·· PULL OFF.10°-30°. 2. 2. Battery Switch _. thus the above recommended procedure is based entirely on the best judgment of Cessna Aircraft Company. . Life Vests and Raft -.TRIP and release. CLOSED (to avoid drafts). all electrically-operated gyros and engine Instruments. ) SECTION 3 EMERGENCY PROCEDURES ) ) 10.. fuel boost pump. OFF. annunciator lights. ) ) ) ) . J r".. . OFF. ) ) ) ) ) Power Lever •• IDLE. 7. {~~} A WARNING The airplane has not been flight tested In actual dltchings.

Fire Extinguisher -. 6. Generator Switch -. 13. A WARNING If an oxygen system is available. 10. Battery Switch and Standby Power Switch (if installed) -. Radio Switches -. 3.OFF. wing flaps and all avionics will be Inoperative. Radio and Electrical Switches -. occupants should . use oxygen masks until smoke clears.ACTIVATE (if available). Generator Switch -. Battery Switch -.OFF.TRIP and release.OFF. Vents -. All Other Electrical Switches -.RESET and release.OFF. If fire appears out and electrical power is necessary for continuance of flight: 9. 15. After discharging an extinguisher within a closed cabin. Standby Power Switch (if Installed) -.OPEN when it is ascertained that fire is completely extinguished.OFF. Circuit Breakers -. 12. 14. 8. Bleed Air Heat -. CABIN FIRE 1.ON.ON.ON as desired. fuel boost pump. do not reset. 11.ON one at a time. Avionics Power Switches -.OFF.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) 5. Bleed Air Heat Switch -. 16. Avionics Power Switches -. all electrically-operated gyros and engine instruments. A WARNING Without electrical power. ventilate the cabin. 7. annunciator lights. 2.CHECK for faulty circuit. 3-12 For Training Purposes Only 1 April 1998 . with delay after each until short circuit is localized.

Fuel Condition Lever •• CUTOFF. Brakes •• AS REQUIRED. Land the airplane. WING FIRE ) ) !!' 1. 7. 4.) ) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) 4. Fire Extinguisher _.OFF. Battery Switch .OFF. 2. 3. ACTIVATE (If available). ) ) ) ) 1 April 1998 For Trainin Pur oses Onl 3-13 . Pltot/Static Heat Switch -.OFF. CABIN FIRE DURING GROUND OPERATIONS 1.) ) ) ) 5. occupants should use oxygen masks until smoke clears. ) J ) ) ) ) ) ~. 6. ) A WARNING Perform a sideslip as required to keep flames away from the fuel tank and cabin. EXTINGUISH.OFF.. 5.OFF. Propeller Control Lever·· FEATHER. OFF. Land the airplane as soon as possible. Ventilation Fans (if installed) -. ventilate the cabin. Stall Heat Switch •• OFF. 4. Power Lever -IDLE. 7. Airplane •• EVACUATE. 6. landing and Taxi Ught Switches _. Vents •• CLOSED (to avoid drafts). Radar (If Installed) •• OFF. A WARNING ) ) ) ) ) If an oxygen system Is available. After discharging an extinguisher within a closed cabin. Strobe LIghts Switch -. )) 3.. 6. Fire _. . Navigation Lights Switch -. 5. 7. Bleed Air Heat Switch -.OFF. )\. 2.

4. Airplane -.CUTOFF.As Required by AD 96-09-15.EXTINGUISH. ( ( ( A CAUTION • Do not exceed the starting cycle limitations. refer to Section 2. Starter Switch -. Paragraph (a) (2): 1. Fire -. • Should the fire persist. as Indicated by sustained Interturbine temperature. S. Fuel Boost Switch -. a degrees Celsius ( 2.OFF (pull out). 2.OFF. Battery Switch -. 3.OFF. Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature~ ( 3-14 For Training Purposes Only 1 April 1998 . ICING THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING .OFF. 6.EVACUATE. Visible rain at temperatures below ambient air temperature. Fuel Condition Lever -. 5.MOTOR. immediately close the fuel shutoff and continue motoring. 7. Fuel Shutoff -.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 20S (675 SHP) ( ( ENGINE FIRE DURING START ON GROUND (Red ENGINE FIRE Annunciator On Or Off) 1. Starter Switch -.

4 . accomplish the following: 1.. increased vigHance is warranted at temperc.CESSNA MODEL 208 (675 SHP) .ttures around freezing with visible moisture present.. ) t )\. possibly aft of the protected area. Do not extend flaps during extended operation in icing conditions. Monitor the ambient air temperature. do not retract them until the airframe is clear of ice. 6. Report these weather conditions to Air Traffic Control. hold the control wheel firmly and disengage the autopilot.'. If an unusual roll response or uncommanded roll control movement is observed. . " ~ ) 3 . . 1 April 1998 For Training Purposes Only 3-15 . Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe iCing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated .As Required by AD 96-09-15. with the possibility · of ice forming on the upper surface further aft on the wing than normal. Operation with flaps extended can result in a reduced wing angle-of-attack. If the flaps are extended. ) 5. reduce the angle-of-attack.l(-. Do not engage the autopilot. Avoid abrupt and excessive exacerbate control difficulties.I SECTION 3 EMERGENCY PROCEDURES ) ( ) PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT . If the visual cues specified in Section 2 limitations for identifying severe icing conditions are observed." 8. Paragraph (a) (2): ) These procedures are applicable to all flight phases from takeoff to landing. maneuvering that may ) ) ) ) ) 2. ) 7. If the autopilot is engaged. While severe icing may form at temperatures as cold as -18 degrees Celsius.

AUTO. select a suitable "off airport" landing site.ON and ADJUST. With an ice accumulation of 1/4 inch or more on the wing leading edges. 5. be prepared for a significantly higher power requirement. Inertial Separator -. Cycling the RPM flexes the propeller blades and high RPM Increases centrifugal force. With ice suspected on the airframe. Prop Anti-ice Switch (If Installed) -. BYPASS. If necessary. ( ( I I I I 11 . plan a landing at the nearest airport.SECTION 3 EMERGENCY PROCEDURES INADVERTENT ICING ENCOUNTER 1. ( ( ( ( ( A CAUTION If excessive vibration Is noted. and maintain extra airspeed consistent with available field length. 8. 3. Stall Warning Heat Switch •• ON. 3-16 For Training Purposes Only 7 September 2001 . 2. CESSNA MODEL 208 (675 SHP) ( I I I I 10. 9. 15.. Ignition Switch -. 12. Bleed Air Heat Switch and Temp Control -. With an extremely rapid ice build-up. select the minimum flap setting required. 6. causing ice to shed more readily. set up a forward slip for visibility through the left portion of the windshield during the landing approach. Turn back or change altitude to obtain an outside air temperature that is less conducive to iCing.INCREASE to 1900 RPM to minimize ice build-up. Do Not Extend Flaps Beyond 20° for Landing.ON. 13. Use a minimum approach speed of 105 KIAS. forward. momentarily reduce propeller RPM to 1600 with the propeller control. 4. 7.OFF after 5 minutes operation. 14. approach speed and stall speed and longer landing roll.AUTO. If icing conditions are unavoidable. Pitot/StaticHeat Switch·· ON. Windshield Anti-ice Switch(es) (if installed) . then rapidly move the control full . Ignition Switch -. Push Fwd Cabin Heat control full in and pull Defrost control full out to obtain maximum windshield defroster effectiveness. or operating at 4°C or less in visible moisture. Propeller RPM -.

not to exceed 20°. if a go-around is mandatory.DISENGAGE altitude hold mode. Missed approaches should be avoided whenever possible I because of severely reduced climb capability. do not extend flaps while enroute or holding. and maintain extra airspeed consistent with available field length. Static Pressure Alternate Source Valve -. ) )~~..) ) )( ". Autopilot (if installed) -. ) ) ) ) ) 16. ) ) 1 April 1998 s Onl 3-171 ) . make the decision much earlier in the approach than normal. 17.. Refer to Section 5 for airspeed and altimeter corrections. Then retract flaps In increments while maintaining 5 to 10 knots extra airspeed..CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES A WARNING With heavy ice accumulations on the horizontal stabilizer leading edge. ) ) ) ) ) 2. When landing Is assured. unless required for go-around. avoiding a slow and high flare-I out. Apply takeoff power and maintain 90 to 105 KIAS while retracting the flaps slowly in small increments. However. } ) (.. 3 . Do not retract the flaps once they have been extended.PULL FULL ON.:. NOTE The alternate static source is connected to the left-hand flight panel instruments only.:' ) ) ) ) STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. select the minimum flap setting required. Land on the main wheels first.

GEAR BOX CONTAMINATION (Amber CHIP DETECTOR) Annunciator On) 1. or power indications.as pos~ible . and determine cause of chip detector annunciator warning prior to next flight. and torque limits. Power Lever --IDLE. If oil pressure gauge confirms annunciator warning. (Continued Next Page) 3-18 For Training Purposes Only 15 November 2000 . oil temperature.an emergency landing as soon as possible.CAREFULLY MONITOR engine gages for abnormal oil pressure. and/or exceeding ITT.CHECK oil pressure indication. continue engine operation in preparation for . proceed in accordance with Engine Failures checklists. Fuel Boost Switch -. continue engine operation in preparation for an emergency landing as soon . or at the discretion of the pilot and consistent with safety. 3.ON.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ENGINE MALFUNCTIONS LOSS OF OIL PRESSURE (Red OIL PRESS LOW Annunciator On) 1. 2. proceed in' accordance with Engine Failures checklists or at the discretion of the pilot and consistent with safety. Emergency Power Lever -. Ng. FUEL SYSTEM MALFUNCTION/INADVERTENT FUEL FLOW INTERRUPTION PROCEDURES LOSS OF FUEL PRESSURE (Amber FUEL PRESS LOW Annunciator On) 1. Oil Pressure Gauge -. Utilize slow and smooth movement of the emergency power lever to avoid engine surges. If engine gages confirm chip detector annunciator warning. proceed to destination. 2. If engine gages are normal. FUEL CONTROL UNIT MALFUNCTION IN THE PNEUMATIC OR GOVERNOR SECTIONS (Engine Power Falls Back To Idle) 1. Engine Gages -.AS REQUIRED (maintain 65% Ng minimum during flight). ' ~ ( A CAUTION The emergency power lever overrides normal fuel control functions and results In the direct operation of the fuel metering valve.

) ) 3.>:/ " 1. If RESERVOIR FUEL LOW annunciator remains illuminated and there is usable fuel in the wing tanks: a. Left and Right Fuel Tank Selectors •• ON. If FUEL PRESS LOW annunciator and AUX FUEL PUMP ON annunciator are illuminated: a. ) ) Revision 6 s On V . Land as soon as possible. ) ) ) ) ) ) ) )( ) ) FUEL LEVEL LOW WITH SINGLE TANK SELECTED (Red FUEL SELECT OFF And Amber LEFT Or RIGHT FUEL LOW Annunciators On And Fuel Selector Warning Horn Activated) . Carefully monitor engine gages for sign of fuel starvation. Fuel Tank Selectors •• LEFT ON.. 2. ) ) {\ ) ) ) A WARNING If there are signs of fuel starvation.) ) ) CESSNA MODEL 208 (675 SHP) 2. ) ) ) FUEL FLOW INTERRUPTION TO FUEL RESERVOIR (Red RESERVOIR FUEL LOW Annunciator On) 1. Ignition Switch •• ON.. b. . Land as soon as practical and determine cause for motive flow failure before next flight. ) ) ) If FUEL PRESS LOW annunciator extinguishes: a. )\.. prepare for a forced landing (as described In Emergency Landing Without Engine Power). Fuel Boost Switch •• ON. 4. SECTION 3 EMERGENCY PROCEDURES ) ) l J. 3. Carefully monitor fuel quantity and cabin odor for evidence of a fuel leak. Land as soon as possible and determine cause of RESERVOIR FUEL LOW warning. Carefully monitor engine gages and FUEL PRESS LOW annunciator for signs of fuel starvation. RIGHT ON. b. FUEL TANK SELECTOR OFF DURING ENGINE START (Red FUEL SELECT OFF Annunciator On And Both Fuel Selector Warning Horns Activated) 1. b. Left and Right Fuel Tank Selectors •• ON (turning both fuel tank selectors ON will extinguish the red FUEL SELECT OFF annunciator and silence the warning horn).

b. Guarded and Safetied Standby Flap Motor Up/Down Switch (Overhead) -. 3. 2. A CAUTION With the standby flap system In use. Maintain a minimum airspeed of 90 KIAS on the approach and avoid a nose high flare on landing. FLAPS FAIL TO EXTEND OR RETRACT 1.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) FLAP SYSTEM MALFUNCTION PROCEDURES ASYMMETRIC FLAP EXTENSION OR SUDDEN FLAP RETRACTION ON ONE SIDE 1. Flap Motor and STBY Flap Motor Circuit Breakers -. 13-20 29 September 1998 For Training Purposes Only . and POSITION SWITCH TO STBY.MOVE GUARD. If flaps still fail to extend or retract: . breaking safety wire. Plan a flaps up landing.MOVE GUARD. except release switch before flaps reach full up or full down travel). a. and position switch UP or DOWN (hold switch until flaps reach desired position. b. 2. Guarded and Safetied Standby Flap Motor Switch (Overhead) -. Flap Selector·· UP. If both flaps cannot be retracted to a symmetrical setting: a . Airspeed •• SLOW to 100 KIAS or less. Apply aileron and rudder to stop the roll. If both flaps retract to a symmetrical setting: a. limit switches which normally shut off the primary flap motor when reaching the flap travel limits are electrically inactivated.CHECK IN. the pilot must release the standby flap motor up/down switch before the flaps reach their travel limit to prevent overloading and damage to the flap system. 5. Refer to Section 5 (notes above landing performance tables) for increase in approach speed and landing distance. Therefore. b. 4. Land as soon as practical. breaking safety wire.

Brakes -. Guarded ·Standby Flap Motor Switch -. Approach -.G.NOSE HIGH.~ Battery Switch •• OFF. envelope) .MINIMUM necessary. Passengers and Baggage -. (3) All Electrical System Switches -. Approach -.TRIP and release. Directional Control -. b. Touchdown -.Leave in STBY position until after landing when maintenance action can be accomplished .INFLATED TIRE FIRST. Airplane -. ) I 29 September 1998 For Training Purposes Only 3-211 ) . Jx / ) ) ) 2. ) ELECTRICAL POWER MALFUNCTIONS SUPPLY SYSTEM BATTERY TEMPERATURE HIGH (Amber BATTERY HOT Annunciator On) (Ni·Cad Battery Equipped Airplanes Only) ) ) ) 1. Hold airplane off flat tire as long as possible with aileron control.MAINTAIN using brake on wheel with inflated tire as required. Fuel Selectors -.POSITION ONE SIDE OFF TO LIGHTEN LOAD ON SIDE OF FLAT TIRE (maximum fuel unbalance of 200 pounds). If ammeter shows charge indication: (1) Generator Switch -. LANDING GEAR MALFUNCTION PROCEDURES LANDING WITH FLAT MAIN TIRE 1. Ammeter -. 4. 3. 2.FLY as desired to lighten fuel load. 2. (2) Standby Power Switch (if installed) -.MOVE AFT if practical (remain within approved C. 3. ) ) (~.CHECK with selector switch in BATT position. 5. Hold nose wheel off as long as possible during roll. (1) Annunciator light should extinguish.NORMAL with full flaps.NORMAL (full flaps).CESSNA MODEL 208 (675 SHP) ) SECTION 3 EMERGENCY PROCEDURES ) 3. Touchdown -.OFF.OFF. ) LANDING WITH FLAT NOSE TIRE )l"' 1. ) ) ) 4. It ammeter shows zero indication: a.

2.CHECK with selector switch in BAIT position . As Soon as Practical-. (5) Avionics Switches -. ( 3-22 1 April 1998 For Training Purposes Only .RESET and release. Generator Switch -. Wait 5 minutes after BAITERY HOT and BATIERY OVERHEAT annunciators are extinguished. If ammeter shows zero indication: (a) Reinstate electrical systems as required.OFF. Generator Switch -. (8) Avionics Bus Tie Switch -.OFF.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) If standby electrical system is NOT installed: (4) (5) (6) (7) (8) Wait five minutes after annunciator extinguished. { If standby electrical system is NOT installed: 5.LIFT GUARD. I(standby electrical system I~ installed: Bus 1 Pwr and Bus 2 Pwr Circuit Breakers -. (b) Monitor BATTERY HOT annunciator.PULL OFF (total of six circuit breakers).RESET and release. BATTERY OVERHEATED (Red BATTERY OVERHEAT Annunciator On) (Ni-Cad Battery Equipped Airplanes Only) 1. All Electrical System Switches -. TURN ON.OFF. (4) 3.LIFT GUARD. 3.TRIP and release. Ammeter -. Generator Switch -. (7) Avionics Standby Power Switch -. Battery Switch -.CHECK OFF.ON.TRIP and release. If ammeter shows charge indication : (a) Generator Switch -. exercising caution not to exceed capacity of standby electrical system. (6) Standby Power Switch -. (9) Reinstate essential electrical systems. TURN ON. 4. Standby Power Switch (if installed) -.LAND. 6.

TRIP and release.ON . DO NOT reset the breaker./ ) ) 1 April 1998 For Training Purposes Only 3-23 . (2) Monitor BATTERY HOT and BATTERY OVERHEAT annunciators . ) ) ) ) 10. 9. As Soon as Practical -.5 volts. assume fault in VOLTAGE LOW annunciator . { ) ) ) 8.LIFT GUARD. TURN ON. ) ) ) t' Bus 1 Pwr and Bus 2 Pwr Circuit Breakers -.) Avionics Switches -.VOLTS. )t . GENERATOR FAILURE (Red VOLTAGE LOW and/or Red GENERATOR OFF Annunciators On) 1. If ammeter shows zero indication: (1) Reinstate electrical systems as required. Ammeter -.CESSNA MODEL 208 (675 SHP) ) SECTION 3 EMERGENCY PROCEDURES ) ) 7.OFF. 7.LIFT GUARD.5 volts : 2 . ) ) ) ) A CAUTION ) ) ) A red VOLTAGE LOW warning followed by a BUS 1 or BUS 2 circuit breaker opening may be a feeder fault that has isolated itself. The VOLTAGE LOW warning should extinguish. Reinstate essential electrical systems. VolVAmmeter Selector Switch -. Volt/Ammeter Selector Switch -. Avionics Bus tie Switch -. )~:". LAND.CHECK with selector switch in BATT position. Avionics Standby Power Switch -. 6.GEN and monitor ammeter. ) ) If standby electrical system IS installed: 5. TURN ON. If ammeter shows charge indication: (1) Generator Switch -. As Soon as Practical -. circuit and continue flight to destination monitoring voltage and generator output. 8. Standby Power Switch -. If voltage is near normal of 28. exercising caution not to exceed capacity of standby electrical system. b. 11. ) ~.PULL OFF (total of 6 circuit breakers .LAND. If voltage is less than 24. a.

(6) Air Conditioner (if installed) -. Generator Switch -.ON. the flight may be continued to destination with the GENERATOR OFF annunciator illuminated.( ( NOTE If optional standby electrical system is installed. (4) All Deicing Equipment -.( ( To reactivate the avionics fan and the disabled section of the ( audio amplifier if desired: \ Pull all AVIONICS BUS 2 circuit breakers except AVIONICS FAN and AUDIO AMP breakers (second row from bottom. ( . (8) NP CONT Circuit Breaker -. 3-24 For Training Purposes Only 1 April 1998 . (1) ( ( .PULL (third row from bottom .RESET and release. last two breakers · on forward end) . b. Refer to emergency procedures of Standby Electrical System supplement in Section 9. Electrical Load -.PUSH IN.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) 3.OFF.OFF (if pitot heat is required.OFF. Generator Switch -. 4. c. (5) Vent Fans -.REDUCE as follows : (1) Avionics Bus 2 Switch -. pull RIGHT PITOT HEAT circuit breaker and turn pitot heat switch on). first breaker from forward end).OFF.TRIP. If generator output is zero : a. (7) GEN CONT and GEN FIELD Circuit Breakers -PULL (top row. If generator output is still zero: a. (3) Strobe Lights -. (2) Flashing Beacon -. last two breakers on forward end). (2) Avionics Bus 2 Switch -. Flight --TERMINATE as soon as practical. GEN CONT and GEN FIELD Circuit Breakers -.OFF. b.OFF.

STARTER CONTACTOR DOES NOT DISENGAGE AFTER ENGINE START (Amber STARTER ENERGIZED Annunciator On) 1. UP.. Wing Flaps -. Seats. 3.MAX (full forward) 4. Engine Shutdown -. 6300 Pounds -. 2.OFF. Airspeed -.MAX (full forward) 4 . then DISENGAGE.115 KIAS SMOOTH AIR 1. Volt/Ammeter Selector Switch .IDLE. If generator output resumes: a. Shoulder Harnesses -. 5.150 KIAS .175 KIAS. Power Lever -. Propeller Control Lever -.IDLE. Auxiliary Power Unit -.:~. If this occurs. turn off the nonessential radio and electrical equipment and land as soon as practical. ) ( ) ) ) 2.) CESSNA MODEL 208 (675 SHP) ) SECTION 3 EMERGENCY PROCEDURES ) { ) ) 5. ) ) 1 April 1998 For Trainin Pur oses Onl 3-25 . 3. Power Lever -. Weights and Airspeed: 8000 Pounds -. ) ) ) ) ) ) 2. Seat Belts. Wing Flaps -. Propeller Control . Shoulder Harnesses -.Lever -. 4. ) ) ) ) ) ) ) EMERGENCY DESCENT PROCEDURES ROUGH AIR 1.VOLTS and monitor voltmeter. ./ ) : .SECURE. Battery Switch --OFF. Fuel Condition Lever·. 3.SECURE. expect the generator to trip off again . If voltage increases past 29 volts. Seat Belts ..134 KIAS 4600 Pounds -. Seats.10 0 • 5. ) )l )\:. CUTOFF.COMPLETE .

2. Approach and Landing -. 2. a. . If landing is required with door open: a. Airspeed -. ( ( ( CARGO POD DOOR(S) OPEN ( 1. 4. ( ( ( ( RIGHT OR LEFT CREW DOORS OPEN ( 1.MAINTAIN LESS THAN 125 KIAS.MAINTAIN LESS THAN 100 KIAS .NORMAL. Approach -.MAINTAIN LESS THAN 100 KIAS.FULL. avoid nose high flare .MANEUVER for return for landing. 5. PULL CLOSED and LATCH. Door _. Airspeed -.SLIGHTLY TAIL LOW. Wing Flaps -. . Airspeed -. If available or practical.AS SOON AS PRACTICAL.NORMAL. 3. 4. Wing Flaps -. Landing -.NORMAL. Airspeed -. Landing -.MAINTAIN LESS THAN 125 KIAS. ( ( ( ( ( ( LOWER HALF OF PASSENGER AIRSTAIR DOOR OPEN (Standard 208 Only) ( ( 1.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( INADVERTENT OPENING OF AIRPLANE DOORS IN FLIGHT UPPER HALF OF CARGO DOOR OR UPPER HALF OF i PASSENGER AIRSTAIR DOOR OPEN (Red DOOR WARNING Annunciator On) (Standard 208 Only) ( ( ( ( 1. 3. Flight Controls -. b.AVOID A NOSE HIGH FLARE. ( ( ( ( 3-26 1 April 1998 For Training Purposes Only . Approach -. 2. 2. Land -.FULL (wing downwash with flaps extended will move the doors near their normally closed position). have a second crew member go aft to close and latch door.

Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. The checklist procedures assume that adequate time exists to secure the fuel and electrical systems prior to touchdown. thereby providing increased glide distance. ) (-'~""'. refer to Section 7. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the runway. it may be extinguished for the remainder of the flight by pushing in on the face of the light assembly and allowing it to pop out. the best glide speed as shown in Figure 3-1 should be established as quickly as possible Propeller feathering is dependent on existing circumstances and is at the discretion of the pilot. Maximum RPM selection will provide increased gas generator windmilling speed for emergency restarts in the event of a starter failure .' . Feathering the propeller substantially reduces drag. To reactivate the annunciator.) ) CESSNA MODEL 208 (675 SHP) EMERGENCY PROCEDURES SECTION 3 ) ) AMPLIFIED PROCEDURES . (~-~. ) ) ) " The . Those extra iter1}s on the checklist will provide added safety after a failure of this type. In most cases. the landing should be planned straight ahead with only small changes in direction to avoid obstructions.: ) ) ) ) 1 April 1998 For Training Purposes Only 3-27 . On the other hand. ) ) ) ) ENGINE FAILURE If an engine failure occurs during the takeoff roll. After an engine failure in flight. the most important thing to do is stop the airplane on the remaining runway. Annunciator Panel. pull the light assembly out slightly and push back in. the propeller must be feathered. ) NOTE If a red or non-dimmable amber annunciator illuminates at night and becomes an unacceptable distraction to the pilot because of its brightness level. following Amplified Procedures elaborate upon information contained ' in the Operational Checklists portion of this section. and material · to which a pilot could not be expected to refer in resolution of a specific emergency. For further details. to obtain the maximum glide. These procedures also include information not readily adaptable to a checklist format.

( 3-28 For Training Purposes Only 1 April 1998 . ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( A CAUTION The pilot should determine the reason for power loss before attempting an alrstart. A flameout will be noticed by a drop in ITT. best airstart technique is to initiate the relight procedure immediately after a flameout occurs. Unstable engine operation such as a compressor surge (possible due to a bleed valve malfunction (may be identifiable by an audible popping noise just before flameout.should be retarded to IDLE position . ( ( ( A CAUTION Do not attempt to restart an engine that is definitely known to have failed. An engine failure might be identified by abnormal temperatures.area. it is not necessary to shut off the fuel or feather the propeller. there is always the possibility that the engine may light up successfully just as soon as the ignition is turned on. the fuel condition lever should be moved to the -( CUTOFF position before an airstart is attempted. Under these circumstances. The power lever. an effort should be made to identify the cause of the power loss. provided the pilot is certain that the flameout was not the result of some malfunction that might make it hazardous to attempt a relight. A flameout may result from the engine running out of fuel. however. provided the gas generator speed has not dropped below 50%.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( ( While gliding toward a suitable landing . In an emergency. the engine may be restarted. The . Regardless of airspeed or altitude. or possibly may be caused by unstable engine operation. torque and %N g . mechanical noises or high vibration levels in conjunction with the power loss. ( If a flameout has occurred and the gas generator speed has : ( dropped below 50. Once the fuel supply has been restored to the engine or cause of unstable engine operation eliminated. turn on the ignition just as soon as possible after flameout.

.-----.) ) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) ) ) ( ': 0.--. Maximum Glide ) ) 1 April 1998 For Trainin Pur oses Onl 3-29 ..000 1---I--+--+--+---+--4~~F":':: ) ) ) t: 14..000 1--4--+--4---t---+-~. ) 2685Xl054 Figure 3-1.-. .} » -<.£_z ~ 12..---.----.000 0 > « J: l? ~ co 8000 6000 BEST GLIDE SPEED ) ) J: w ) ) ) 4000 I--__J--~r_--+-IWEIGHT (LBS) 2000 0 0 5 8000 6300 4600 KIAS WITH KIAS WITHOUT CARGO POD CARGO POD 96 85 72 99 88 75 45 50 ) ) 10 15 20 25 30 35 40 GROUND DISTANCE . ) ) ) * PROPELLER FEATHERED * FLAPS UP 14---~---+~~---4---4 16.NAUTICAL MILES ) ) ) { :......-----y----.. w ~ w 10.000 18.----r----.000 . 20. ) ) .000 CI:: ) ) ~.-.""._-..

The Starter Assist procedure is preferred since it results in cooler engine starts. above 14. starting temperatures tend to be higher and caution is required.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( Propelle'r feathering is dependent on circumstances and is at the discretion of the pilat. follow the No Starter Assist checklist procedures for an airstart. but In should be closely monitored. . Refer to Engine Failure During Flight and Emergency Landing Without Power checklists. However. if engine oil pressure dtops below 15 psi. Do not attempt an alrstart without starter assist with 0% Ng . follow the checklist procedures. place fuel condition lever to CUTOFF and abort start. ~nd ( ( • Emergency airstarts may be attempted below 10% Ng and outside the normal airspeed envelope. This reduces the flow of fuel to the combustion chamber. If an airstart is to be attempted. the propeller should be feathered. 3-30 For Training Purposes Only ( ( ( ( ( ( 1 April 1998 . The fuel condition lever may be moved alternately to CUTOFF and then back to LOW IDLE if overtemperature tendencies are encountered. Successful airstarts (with starter assist) may be achieved at all airspeeds normally flown and up to an altitude of 14. or with the gas generator RPM below 10%. ' . However.000 feet. ( ( ( ( ( A • If a rise In Ng CAUTION ( ( ( ITT are not Indicated within 10 seconds. If the engine starter is inoperative. ( ( ( ( ( ( ( ( A CAUTION ( The fuel condition lever may be moved momentarily to CUTOFF and then back to LOW IDLE if overtemperature tendencies are encountered. .000 feet.

plan to touch down at minimum possible speed in a normal nose up landing attitude. it may be silenced by pulling the ST ART CaNT circuit breaker. proceeding as discussed under the Precautionary Landing With Engine Power checklist. A warning horn will sound with both fuel selectors turned OFF. select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. these selectors may be turned OFF during the final stage of an approach to an "off-airport" landing. With the selectors turned OFF. If it is objectionable. Transmit Mayday message on 121.. fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions. The checklists assume the availability of power to make a precautionary water landing. ) ( ) The overhead fuel tank selectors control shutoff valves at . ) ) 1 April 1998 3-31 .5 MHz giving location and intentions and squawk 7700 if a transponder is installed. To minimize the possibility of a fire. Before attempting an "off airport" landing with engine power available. ) ) ) ) ) ) ~. there is adequate fuel in the fuel reservoir tank for 3 minutes of maximum continuous power operation or approximately 9 minutes idle power operation. Avoid a landing flare because of difficulty in judging height over a water surface.) ) CESSNA MODEL 208 (675 SHP) ) ) SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent. turn the fuel tank selectors back ON after Initiating the balked landing. one should . If power is not available.~) ) Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' faces at touchdown. the wing fuel tank outlets. ) ) A WARNING If the precautionary landing Is aborted. NOTE ) (' ) ) ) ) ) ) ) ) ) ) ~.

it may be necessary to make a small power increase in the final flare stage to bring the nose up and prevent touchdown on the nose first. After touchdown. At forward C. proceed in accordance with the Engine Fire During Start On Ground checklist ( ( ( ( ( ( ( ( ( ( ( 3-32 For Training Purposes Only 1 April 1998 . If required.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL208 (675 SHP) ( ( ( ·LANDING WITHOUT ELEVATOR CONTROL Using power lever and elevator trim control. loadings. trim for approximately 500 fpm descent with 20° flaps at 85 KIAS . Leaks in the fuel or oil systems can lead to aground or inflight fire. The preflight checklist in Section 4 is provided to aid the pilot in detecting conditions which could contribute to an airplane fire. close preflight inspection should be given to the engine compartment and the underside of the wing and fuselage. angle by adjusting power. move the power lever to idle. Improper procedures such as starting with the emergency power lever out of NORMAL position or introducing fuel into the engine when gas generator speed is below 10% RPM will cause a hot start which may result in ! an engine fire. the following information will be helpful in dealing with the emergency as quickly and safely as possible. make small trim changes to i maintain approximately 85 KIAS as power is adjusted during the approach. Then control the glide . The landing flare can be accomplished by a gentle power reduction accompanied by nose up trim. As a fire requires a combustible material. Probable causes of an engine fire are a malfunction of the fuel control unit and improper starting procedures. In the event that this occurs. oxygen and a source of ignition. ( ( ( ( ( ( ( ( SMOKE AND FIRE In the event a fire is encountered. ( ( ( ( ( ( ( ( A WARNING Flight should not be attempted with known fuel or oil leaks. The presence of fuel or unusual oil stains may be an indication of system leaks and should be corrected prior to flight.G.

A fire or smoke in the cabin should be controlled by identifying and shutting down the faulty system. and the pilot will have to rely on the turn and bank indicator if he inadvertently flies into clouds. the foul weather window should be kept closed.' ) ) ) EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a complete vacuum system failure during flight. but prior to committed flight. the pilot may choose to expel the smoke through the foul weather window. extend 10° to 30°· flaps and slow down to 80-85 KIAS. and that the pilot is not completely proficient in instrument flying. Refer to Section 9. This provides a positive cabin pressure in relation to the engine compartment.CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) ( If an airplane fire is discovered on the ground or during takeoff.ent major structural damage. When the smoke is intense. it too can be affected and must be turned oH. for additional details concerning autopilot operation. Smoke may be removed by opening the cabin ventilation controls. the airplane should be stopped and evacuated as soon as practical. An open foul weather window produces a low pressure in the cabin. Close the cabin heat firewall shutoff control and forward side vents. If an autopilot is installed. ) ) ) ) ) ) ) ) ) (-. To avoid drawing the fire into the cabin. Supplements. The checklist 'for this problem should result in elimination of the fire. Immediately shut oH all fuel to the engine and shut down the engine. open the overhead vents. An engine restart should not be attempted. The foul weather window should be closed immediately if the fire becomes more intense when the window is opened. The initial indication of an electrical fire is usually the odor of burning insulation. The following instructions assume that only the electrically-powered turn and bank indicator is operative. Engine fires originating in flight must be controlled as quickly as possible in an attempt to prev. To avoid drawing fireinto the cabin. turn the ventilation fans ON if they are installed. 1 April 1998 For Training Purposes Only 3-33 . the directional indicator and attitude indicator will be disabled.

aileron . obtain radio clearance for an emergency descent through clouds. an immediate plan should be made to turn back as follows: 1. 2. initiate a standard rate left turn . Note the tirne of the minute hand and observe the position of the sweep secondhand on the clock. 6. Reduce power to set up a 500 to BOO feet/minute rate of descent. . Maintain altitude and airspeed by cautious application of elevator control. and rudder trim control wheels for a stabilized descent at 115 KIAS . In addition. ( ( ( EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 0 turn. If possible. Before descending into the clouds. 5. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. making sure the ball is also centered . keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn and bank indicator. 4. a descent through a cloud deck to VFR conditions may be appropriate. 2. To guard against a spiral dive.choose an easterly or westerly heading to minimize . If necessary. Adjust the elevator. Then roll back to level flight by centering the needle. Note the compass heading. holding the needle of the turn and bank indicator in position for a standard rate left turn for 60 seconds. set up a stabilized let-down condition as follows: ( ( ( ( ( 1. When the sweep second hand indicates the nearest half minute. adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. ( 3-34 ' For Training Purposes Only 1 April 1998 .compass card swings due to changing bank angles. Occasionally check the compass heading and make minor corrections to hold an approximate course. 3.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) EXECUTING A 180 0 TURN IN CLOUDS Upon inadvertently entering the clouds.

heading. therefore. however. corrections with rudder to stop turn. 4. ) ) J{ '. TrQlininfT PllrnOQPc. Check trend of compass card movement and make cautious . if present. EMERGENCY PROCEDURES SECTION 3 ) ) ( ) ) ) Keep hands off control wheel. )'\. ) ) ) ) ) { ) ) ) ) ) ) ) INADVERTENT FLIGHT INtO ICING CONDITIONS Intentional flight into known icing conditions is prohibited unless a complete flight into known icing equipment package is installed.~>' ) ) ) 1 April 1998 li'n . ) ) RECOVERY FROM A SPIRAL DIVE If a spiral is encountered. resume normal cruising flight. 2. llnlv 3-35 ) . Adjust rudder trim to relieve unbalanced rudder force. Upon breaking out of clouds"resume normal cruising flight. proceed as follows: 1.. Retard the power lever to IDLE. Cautiously apply control wheel back pressure to slowly reduce the airspeed to 115 KIAS. however. 7. the best ice avoidance action to take. alternatives are descent to warmer air or course reversal. icing conditions may be encountered inadvertently and. 6. using rudder control to hold a straight . 5. 4. Adjust the elevator trim control to maintain a 115 KIAS glide. Keep hands off the control wheel. some corrective action will be required as shown in the chec~list . During instrument flights. Stop the turn by using coordinated aileron and rudder control to center the needle and ball.) CESSNA ) MODEL 208 (675 SHP) 3. Initiation of a climb is usually . Use rudder trim to relieve unbalanced rudder force. Monitor turn and bank indicator and make corrections by rudder alone. 3. Upon breaking out of clouds. 5. if present. 6.

NEUTRALIZE RUDDER . the needle of the turn and bank indicator or the symbolic airplane of the turn coordinator may be referred to for this information. If disorientation precludes a visual determination of the direction of rotation. A chart in Section 5 provides a correction which may be applied to the indicated airspeeds and altitudes resulting from inaccuracies in the alternate static source pressures. 4. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE ' DIRECTION OF ROTATION. MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. RETARD POWER LEVER TO IDLE PO'SITION.. NOTE 5. Should an inadvertent spin occur. the following recovery technique may be used. PLACE AILERONS IN NEUTRAL POSITION. IMMEDIATELY AFTER THE RUDDER REACHES THE STOP. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. ( ( 3-36 For Training Purposes Only 1 April 1998 . AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE ( ( The altitude hold mode of the autopilot should be disengaged before actuating the alternate static source valve. 1. ice or other foreign matter in the pressure lines going to the standard external static pressure source. 6. 2. AS ROTATION STOPS. 3.SECTION 3 · EMERGENCY PROCEDURES STATIC SOURCE BLOCKED CESSNA MODEL 208 (675 SHP) ( ( If erroneous instrument readings are suspected due to water. Full down elevator may be required at aft center 01 gravity loadings to assure optimum recoveries. Premature relaxation of the control inputs may extend the recovery. the alternate static source valve ! should be pulled on. ( ( SPINS Intentional spins are prohibited in this airplane.

Ng of 48% or above (increases with altitude). but is a cause for concern and should be tolerated only for the completion of the flight. '. the engine will drive the propeller blades into feather. implies that the pilot will eventually lose control of the propeller as the propeller springs and counterweights Also. Operation of the engine with the oil pressure in the yellow arc is not considered critical. engine and propeller operation shou ld be closely monitored for indication of the bnset of propeller feathering or engine seizure and the engine failure checklist should be completed at that time . FUEL CONTROL UNIT MALFUNCTION IN THE PNEUMATIC OR GOVERNOR SECTIONS ) le''' ) ) ) \.. Continued monitoring of the oil pressure gauge will provide an early indication of dropping oil pressure due to insufficient oil supply or a malfunctioning oil pump...:. and no engine response to power lever movement. Operation of the engine at a reduced power setting (preferably at the minimum power required for the desired flight regime) will generally prolong the time to loss of engine/propeller thrust. To use the manual override system. as evidenced by the low oil pressure annunciator being illuminated and confirmed by the oil pressure gauge reading. 1 April 1998 For Trainin2 Purposes Onl 3-37 .--- ) ) ) ) ) ) )-:-" ': ). the emergency power lever (fuel control manual override) may be used to restore engine power./ ) A malfunction in the pneumatic or governor sections of the fuel control unit may cause engine power to decrease to minimum flow idle~ Symptoms of this type failure would be an ITT indication in the typical idle range of 500 to 600°C... Therefore. place the power lever at its IDLE position and move the emergency power lever forward of its IDLE gate and advance as required.) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) ) ENGINE MALFUNCTIONS LOSS OF OIL PRESSURE (-.. and will give the pilot additional time to divert to a suitable emergency landing area with the engine operating. eventually seize. If this type of malfunction has occurred.~ ) ) ) ) ) ) ) The complete loss of oil pressure. if the pilot elects to continue to operate the engine after loss of oil pressure.

( activate the amber FUEL PRESS LOW annunciator as well as turn ( . which implies that seizure is imminent. the main ejector pump (located in the reservoir) provides fuel to the engine-driven fuel pump at approximately 10 psi. accompanied by signs of engine distress (fluctuation in engine \ power gage indications. . GEAR BOX CONTAMINATION Contamination of the reduction gear box as evidenced by the chip detector annunciator being illuminated does not by itself demand any immediate action by the pilot. such that no engine response is observed during the initial forward travel from the IDLE position. The emergency power lever may have a dead band. Utilize slow and smooth movement of the emergency power lever to avoid engine surges. After engine start. and/or exceeding ITT. through fuel tank Shutoff valves at the inboard end of each wing tank. Ng. NOTE • When using emergency power lever. engine response may be more rapid than when using the power lever.75 psi. However. and on to the reservoir located under the center cabin floorboard. If this annunciation is . The engine tailure checklist should be completed at that time.c NORM position) anytime the fuel pressure drops below ( approximately 4. the power gages should be closely monitored for further degradation in torque or RPM indications.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) A CAUTION I When using the fuel control manual override system. FUEL SYSTEM MALFUNCTION I INADVERTENT FUEL FLOW INTERRUPTION PROCEDURES Fuel flows by gravity from the wing tanks. or engine operation. c. ( ( If the main ejector pump should malfunction. 3-38 For Training Purposes Only 15 November 2000 . a pressure switch will . to keep it from decreasing below 65% in flight. ( on the auxiliary boost pump (when the fuel boost switch is in the ' . monitor gas generator RPM when reducing power near idle. and torque limits . engine operation may be continued at the discretion of the pilot consistent with crew satety. or erratic engine operation).

A fuel selector off warning system advises the pilot if both fuel tank ..~ . If the FUEL SELECT WARN circuit . . the FUEL SELECT OFF annunciator will be illuminated even with both fuel tank selectors in the ON position. See Section 7 for further details on the fuel· selector off warning system. the pilot should immediately verify that both fuel tank selectors (located in the overhead panel) are ON and turn on the ignition and fuel boost switches. the ignition and fuel boost switches can be returned to their NORM positions. The warning system includes a red annunciator labeled FUEL SELECT OFF and two warning horns. ) ) ) ) ) ) ) ) ) ) ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS : BATTERV MALFUNCTIONS If the optional nickel cadmium ' battery is installed. if either fuel tank selector is OFF during engine start. I(. .J ) ) ) 129 September 1998 3-39 . A WARNING There is only enough fuel in the reservoir for approximately 1-1/2 minutes of engine operation maximum continuous power after illumination of the RESERVOIR FUEL LOW annunciator... \. This is a warning to the pilot that the fuel selector off warning system has been deactivated. The BATTERY HOT annunciator indicates ). Once the cause of the RESERVOIR FUEL LOW condition has been determined and corrected (annunciator extinguished)... selectors are in the OFF position before engine start. '" Anytime the level of fuel in the reservoir drops to approximately onehalf full.. If this occurs.) ) ) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) t ) ) -" . or if one fuel tank selector is OFF and the fuel level in the tank being used drops below approximately 25 gallons.breaker has popped or the START CONT circuit breaker has been pulled (possibly for ground maintenance).. ) ) ) at ) ) ) ) ) If the fuel tank selectors have been left off..[ )\ . the red RESERVOIR FUEL LOW annunciator will illuminate. a battery temperature monitoring system is provided to detect an incipient thermal problem . turning them on will quickly fill the reservoir and extinguish the RESERVOIR FUEL LOW annunciator.

the volt/ammeter (in BATT position) should be used to verify that charging current is reduced to zero. The volt/ammeter (in VOLTS position) is used to verify the low bus voltage. and the flight should be terminated as soon as practical. One is used for starts on external power and the other for battery starts. The airplane is equipped with two starter contactors. the amber STARTER ENERGIZED annunciator will remain illuminated. Under high ambient temperature (above 100°F) conditions. it will be necessary to shut down the engine using checklist procedures and correct the malfunction prior to flight. The most likely causes of a generator trip (disconnection) are line surges. Under these conditions. tripped circuit breakers or accidental switch operation. it indicates that the generator contactor has disconnected the generator from the power distribution bus. The BATIERY OVERHEAT annunciator indicates battery temperature has reached 160°F. During these procedures. In these cases. GENERATOR OR MAIN BUS MALFUNCTIONS Illumination of the VOLTAGE LOW annunciator is a warning that the power distribution bus voltage is low enough to start discharging the battery. If either contactor does not open after reaching approximately 46% N g.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) internal battery temperature is 140°F or higher. ( ( ( ( ( ( 13-40 For Training Purposes Only 29 September 1998 . and the GENERATOR OFF annunciator will remain illuminated. a battery temperature of 140°F is not critical if a decreasing charging current trend is · verified and maintained by monitoring the volt/ammeter selected to the BAIT position. A battery temperature of 140°F is critical if the temperature and charging current continue to rise. follow the checklist procedures to restore generator operation. it is necessary to stop providing charging current to the battery from the airplane power system. the generator will not transfer to the generate mode. A battery temperature of 160°F may be critical . A low or zero reading of the volt/ammeter (in GEN position) confirms that the charge is insufficient or generator output current is zero. In either case. If the GENERATOR OFF annunciator is illuminated. In most cases when this occurs. This is accomplished by turning the battery switch off using the checklist procedures.

the portion of the system containing the fault should be isolated. Each feeder cable is protected by a fuse link and a circuit breaker. If one of the three 30-amp feeder circuit breakers on .either bus opens. both avionics buses can be connected to the remaining feeder by closing the guarded avionics bus tie switch. and attempted resetting of these breakers prior to troubleshooting is not recommended. sudden dimming of lights.) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) ) ) ( ) ) ) ) ) ) ) ) ) The electrical power distribution system consists of a primary power distribution bus in the engine compartment which receives power from the battery and the generator. feeder cable ground fault. or arcing noises. it should be assumed that a feeder cable ground fault has been isolated. PARTIAL AVIONICS POWER FAILURE ) ) ) ~(~} ) Avionics power is supplied to the No. 1 & No. In the event of the above indications. minimizes the possibility of a ' complete electrical power loss. This multiple feeder system provides automatic isolation of a. and two (No. The main buses are each connected to the power distribution bus by three feeder cables. a fault to ground (airframe) on the generator or battery cables can be identified by one or more of the following: illumination of the GENERATOR OFF annunciator. The volt/ammeter should be monitored to assure that ground fault currents have been shut off and the capacity of the remaining power source(s) is not exceeded. following the checklist procedures for Generator Failure should result in restoration of electrical power to the distribution buses. The electrical load on the affected bus should be maintained below the remaining 60-ampere capacity. The volt/ammeter provides further information concerning the location of the fault. 1 and No. In the event of a feeder cable failure. If a ground fault has occurred on one feeder. 2 avionics buses from the power distribution bus in the engine compartment through separate protected feeder cables. contactor chattering . However. 2) main power buses located in the circu it breaker panel. due to the self-exciting feature of the generator and the multiple protected busing system. LOSS OF ELECTRICAL POWER (' ) ) ) ) ) ) ) The design of the electrical power system. Then . or the system affected by the fault. circuit breaker tripping. The battery should be disconnected first by turning the battery switch to OFF. it will be necessary to verify the ) ) 129 September 1998 For Traininl! Purooses On Iv 3-41 ) .

both the amber annunciators. 13-42 For Training Purposes Only 29 September 1998 . should be extinguished. refer. If the STBY ELECT PWR INOP annunciator is illuminated. then cycling the standby power switch to OFF. it indicates that the alternator has no output. The maximum avionics load with one feeder should be limited to 30 amperes. the standby electrical system will revert to its normal noload condition and the STBY ELECT PWR ON annunciator will extinguish. If a line voltage surge or temporary condition has tripped the ACU (alternator control unit). due to a power system malfunction. Nonessential avionics equipment should be turned off. may reset the ACU and restore standby power. reduce nonessential loads as necessary to remain within the 75-amp capability of the standby electrical system. Before Takeoff checklist. To attempt to restore main power.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) avionics power switch/breaker associated with the affected feeder is off before the avionics bus tie switch will restore power to both avionics buses. STBY ELECT PWR ON and STBY ELECT PWR INOP. the standby electrical system is carrying part of the electrical load (more than 10 amps). STANDBY ELECTRICAL SYSTEM MALFUNCTIONS An operational check of the standby electrical system is performed by following the Normal Procedures. then back ON. to the Section 3 emergency If this attempt is procedures for Loss Of Electrical Power. With the generator supplying the electrical load and the standby power switch ON. If main electrical power cannot be restored. the STBY ELECT PWR ON annunciator will be illuminated and the volt/ammeter (in ALT position) will indicate the amount of current being supplied by the standby electrical system. Loads in excess of this capability will be indicated by illumination of the VOLTAGE LOW annunciator and the volt/ammeter showing discharge current (in the BATT position). successful. If. The volt/ammeter should indicate zero amps in the AL T position.

slow to 100 KIAS or less and lower flaps to full down so that wing downwash will move the door towards its normally closed position. the passenger entry doors.) ) ) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) INADVERTENT OPENING OF AIRPLANE DOORS IN FLIGHT If any of the airplane doors should inadvertently open in flight. an open cargo door cannot be closed in flight since the inside of the upper door has no handle. the airplane should be slowed to 125 KIAS or less to reduce buffeting of the doOrs. ) ) } ) ) )(: )''''-0. If the door cannot be closed in flight. airspeed has been reduced by pulling the door forcefully closed and latching the door. On the Cargomaster. Closing the upper cargo door (or upper half of the passenger door on the Standard 208) can be accomplished after . When exiting the airplane. a landing should be made as soon as practical in accordance with the checklist procedures. and the cargo doors for emergency ground egress from the Standard 208 is illustrated in Figure 3-2. ) ) ) ) A WARNING Do not attempt to exit the Cargo master through the cargo doors. avoid the propeller area. Emergency ground egress from the Cargomaster is accomplished by exiting the airplane through the left and right crew entry doors as shown in Figure 3-2. (- ) ) ) ) EMERGENCY EXITS Use of the crew entry doors. exit from the airplane through these doors is not possible./ ) ) ) 129 September 1998 3-43 ) . Since the inside of the upper door has no handle. If the upper cargo dqor is open.

.... ~" PUSH LOWER ODOR OUT AND EXIT AIRPLANE ( . ~ ~'fir'-. .:::.I ~ AVOIO PROPEllER ~ //////////////'" lH ~ CREW DOOR EXIT CREW DOOR jx ~ 0 0 C~':O ~EXIT ~ ~l ( CREW DOOR ( r1~ \~\. ' . . ' " 1- - ~ • ~I _ .// // / / / / // / // /. ' /" 26B5M6018 Figure 3-2.-==:J 0\ ( DOOR (STANDARD 208 ONlY) '- LIFT UP DOOR HANDLE TO OPEN OPEN LOWER~ . ./----\. ~ \I:. TO OPEN . L:::::. Emergency Exit 3-44 For Training Purposes Only 1 April 1998 .SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( .. ~ WARNING: '/ ~ OUTSIDE PROXIMITY OF ~ '/ LOWER DOOR MUST BE ".. • ~3 (STANDARD 20B ONLY) / / / / / / / / / / / / / / .~EN .. TO OPEN POS~:~~N ~ PULL HANDLE IN AND " TO OPEN POSITION '''''' ""n""""" ~ " ~ ~!JJI" ( ~l:J r.1 ~ ~ INSTRUCTION PLACARO '.. ' .".f 'DP£N~ @ .."cc'"'''''''''' ROTATECLDCKWISE .. n. ( ( '//////////////'" --DOORHANDlE 3 ~. /~~ / ~ ~ /' WA R NING : ~ WHEN EXITING AIRPLANE .' .. 1 .~~\ gg I I -:Fi '.~ J] ~ LIfT UP LOWER ~ .... " ~4 ~ ' " PUSH DOOR OUTWAAO " STEP TH ROUGH OPENING WHILE HOLDING DOOR IN OPEN POSITION ANO EXIT AIRPLANE NOTE: SEATING CONFIGURATION MAY NOT AGREE WITH YOUR AIRPLANE i».I CLEAR BEFORE OPENING I.'j ' ( ( PUSH UPPER CCOROUT ~ l\!. -.:::0~ PUSH UPPER DOOR OUT &I ".\.' ie .

.. .." ) ) ) ) ) ) ) ) ) ) () ) ) ) ) ) Preflight Inspection .. ..... .... .... .... ... .. .... . .... .. After Landing . . . Maximum Performance Climb .. . . .. .. . . . ... .) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) ) NORMAL PROCEDURES TAI3LE OF CONTENTS . ....... . Before Starting Engine .... ..... . ....... .... .. Shutdown And Securing Airplane ' .. Nose ..... .. . . . .. .. ...... . ....... . ...... Speeds For Normal Operation ......... .. . .. ... ....... . . . .. . ......... .. .... .. .... ........ . ... . .. . .. . .. . .. . Descent .. ..... SECTION 4 ) Page 4-3 4-3 ) } ) ) Introduction . ...... Landing . .......... .................. Leading Edge .. . .. ............ .. ......... ... .... ... . .. .... . . . .. . . ........ Short Field Landing . 4-5 4-5 4-6 4-7 4-8 4-8 4-9 4-9 4-10 4-12 4-13 4-14 4·16 4·16 4·18 4·18 4·18 4-18 4-19 4-19 4-19 4-20 4-20 4·21 4·21 4·21 4-22 4·22 4-23 4-23 1 April 1998 For Trainin Pur oses Only 4·1 ... .. ............ Left Wing. ... . .... . . ........ .. ........ ... .. Enroute Climb .. Right Wing . . . .. ... . .. ... .. ... ....... Taxiing Before Takeoff .. .. . . . .. ..... .. .... ........ . . ...... .. . ...... .. .. ... ...... .. Takeoff ... ................. ...... .. ... . .... Normal Landing . Short Field Takeoff ... .. .. .. .. ..... ... . .. ..... . '.. ...... .. .... . Cruise ........... .... .. ........ Balked Landing . . .... ... ... ... .. ... .. . ... . Trailing Edge .......... . .. Starting Engine (Auxiliary Power Start) ....... . . ..... Starting Engine (Battery Start) ...... ..... . ........ ...... ... . ... .. . . ... ....... .. ........ .. .... ...... . . . ... .. .... .... . . ..... ... .... .... .. ..... . .. . .... . .. .. ... ....... ' . . ....... .... .... Normal Takeoff . ...... .. .. ........... . . . Left Wing..... . CHECKUSTPROCEDURE~ ) ) ) ) ) f" .. . . . ... . ... . ... ... .... ... . Cruise Climb .... .. Before Landing .... ' Cabin . . Trailing Edge ... . .. .... . ..... .. . .. . ... . .. . .. ..... . . .. ....... . .. . ....... ..... ... Type I! or Type IV Anti-ice Fluid Takeoff .. ... .. . .. .. . . ... . . ... .... .. .. ... Empennage Right Wing........... . ........ .. .. . . . .. ...... .. . ... . Left Side . . .... '.... . ..... ...........

.... . . . .... 4-42 Enroute Climb . ... ... ..... ........ ..... .... . .. .. ... . . . .. .... ....... . .... .. ..... . .. . .... ... .. . .... . .. .. . Autopilot Check (Bendix/King KFC-22S) . ... 4-49 Crosswind Landing . .. .. Before Takeoff .... 4-49 4-49 After Shutdown . ... ... . .... .. .. .... .. . ...... .. . . ... ... ... 4-38 Taxiing ... .. . ... . .. ... . ... .. . .. . ... . ... ..... .. .. . . ...... . . " Before Takeoff . .............. Known Icing Check . . . .... . .... . .. .. ... . .. 4-51 '. High Altitude Operation .. ..... . ... .. AMPLIFIED PROCEDURES ( 4-24 4-25 4-25 4-26 4-26 4-27 4-28 4-28 4-28 ( ( ( ( ( 4-29 Preflight Inspection . ... ..... . ... ... .. .. Preflight Inspection ....... ... . .... .. .. .... .... . ...... .... . .. . ....... . ... .. . ..... . .... ... . . 4-47 Landing ........ .. .. . ..... .... . . .......... . ... ... . ...... . ........ ..... ........ . ..... ..... . 4-36 4-37 Engine Ignition Procedures ... .. 4-42 Cruise ... .......... 4-41 Type II or Type IV Anti-ice Fluid Takeoff . .......... ..... . . Balked Landing . '.. 4-41 Wing Flap Settings . .... ... ... ... .. . . . . .. .. . ... ... .... . . Before Takeoff Reliability Tests . ... .. .. . .. .... ....... . ..SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) Page ( TABLE OF CONTENTS (Continued) SYSTEMS CHECKS Overspeed Governor Check ........ ... .... . Before Starting Engine . .. ... . . ..... . ......... ........ ... .. ..... . 4-51 Noise Characteristics . .. ............ . ... Autopilot Check (King KFC-150) .. 4-48 Short Field Landing .... .. ... ...... ...... ............................ ......... ... 4-41 Takeoff .... . 4-50 i Cold Weather Operation . . ..... ... . 4-42 Crosswind Takeoff ......... ... ........ . . ...... .. .. . ...... .. 4-41 Short Field Takeoff . .... . .... Engine Inertial Separator Procedures ... . .. ... .... . .... . ... Standby Power Check .. ..... .. . ... .... ...... ... .. ... .. ... 4-44 Stalls . . . . ..... ..... ... .. ... .. . . .. ....... 4-2 For Training Purposes Only ( ( { ( ( ( ( ( ( ( ( ( ( ( ( 15 November 2000 . . ...... .. .... ' ... .. . ... . .. 4-47 4-47 Normal Landing ....... .. ... . .. .. .. .. ..... . .. 4-31 Starting Engine . . ... . ... ..... ... 4-51 Engine Compressor Stalls .. .. .. . .. 4-37 '. ....... . ....... ... .... .. .. . . . ..... .. . 4-33 Engine Clearing Procedures (Dry Motoring Run) ... ..... .. ... ... . . ... .. . .. .. ......... ..... . . .. .. .. . Power Setting ... .... . . . . ... Before Takeoff Reliability Tests .. . ... .. .. 4-40 . . .... .. .

. the following speeds are based on a maximum weight of 8000 pounds and may be used for any lesser weight. 101 KIAS Best Rate of Climb. ... . . __ _ .... .. _. .. .. Flaps Up . . ... Short Field Approach. .. .... .. . . .. Flaps Up: . ... . ... _... . ... . ...) ) CESSNA MODEL 208 (675 SHP) NO~MALPROCEDURES SECTION 4 ) ) INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation..... . 10. .. . . .. . . _ ..... .... . ... .000 Feet ... Flaps 20°.. .. . .. .. ... ... Sea Level ... .. ... . Flaps 30 0 • ... . . . .. ... .. . . However. )/ ~. Cruise Climb . .. ... .. . .. .. . ... Flaps 20° .. .. . ... . . . .. . Maximum Recommended Turbulent Air Penetration Speed: 150 KIAS 8000 Lbs .. . ... . . .. . . ... .. . .. .. .. .. . ...... .. __ .. . thoroughly knowledgeable of hazards and conditions which represent potential dangers. Speed at 50 Feet Type II or Type IV Anti-ice Fluid Takeoff (Flaps 0°) 89 KIAS Enroute Climb. . climb performance. ... Flaps 30° . . ....):" ) ' e) ) ) ) 1 April 1998 For Training Purposes Only 4-3 ... ... 115-125 KIAS Best Rate of Climb. .... . Takeoff or Landing ) ) ) ) ) ) ) ) <'. . 78·85 KIAS Normal Approach.... ...... . .... .. ... 91 KIAS Best Angle of Climb .... .. ... . . ... . .. . ... . .. . ... the speed appropriate to the particular weight must be used. 115 KIAS 4600 Lbs ... SPEEDS FOR NORMAL OPERATION ) ) ) ) ) ) )(' A ) ) Unless otherwise noted. 85-95 KIAS Normal Climb Out .. and landing distance.. . .. 90 KIAS Landing Approach: 95-110 KIAS Normal Approach.. . . . .. Normal procedures associated with optional systems can be found in Section 9.. . . ..... ... .. . 107 KIAS Best Rate of Climb.. . 82 KIAS Short Field Takeoff... . . Takeoff: . .... . " .. . . ) ) A WARNING There is no substitute for proper and complete preflight planning habits and their continual Be review In minimizing emergencies... and be aware of the capabilities and limitations of the airplane. to achieve the performance specified in Section 5 for takeoff distance... 20. .. Maximum Demonstrated Crosswind Velocity : 20 KNOTS ... .. .. 134 KIAS 6300 Lbs .000 Feet ... • • • • • • • •• • • • • • • • • • 78 KIAS Balked Landing : 77 KIAS Takeoff Power. . . .. . . ...

or additives that are not compatible with the fuel or fuel system components must be considered hazardous. Prior to any flight in icing conditions. sand. dirt. check operation of all • • ( ( • lights. wing for visual checks. Use of a ladder will be necessary to gain access to the .SECTION 4 NORMAL PROCEDURES PREFLIGHT INSPECTION WARNINGS CESSNA MODEL 208 (675 SHP) A WARNING • Visually check airplane for general condition during walk-around Inspection and remove any Inlet. Improper fuel type. and to reach outboard fuel tank sump drains. It is essential in cold weather to remove even small accumulations of frost. refueling operations. ( 4-4 For Training Purposes Only 1 April 1998 . It Is the pilot's responsibility to ensure that the airplane's fuel supply is clean before flight. check its Installation for security during the walk-around inspection. If a night flight is planned. tall. make sure that control surfaces contain no internal accumulations of ice or debris. Any traces of solid contaminants such as rust. check that pitot/statlc source and stall warning heaters are warm to touch within 30 seconds with appropriate switches on. ' and bacterial growth or liquid contamination resulting from water. Carefully sample fuel from all fuel drain locations during each preflight Inspection and after every refueling. exit or exhaust covers. pebbles. ice. microbes. aircraft performance will be degraded to a point where a safe takeoff and climb out may not be possible. . If these requirements are not performed. or snow from wing. and make sure a flashlight is available and properly stowed. and control surfaces (exercise caution to avoid distorting vortex generators on horizontal stabilizer while deicing). Also. checks of the stall warning and pitot heat. If cargo pod is installed.

4. ) 1 April 1998 or Traini Pur oses Onl 4-5 . ~(~~. All Switches -.REMOVE (DISENGAGE rudder lock. Control Locks -.OFF. Parking Brake -.SET. 2.CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION ) ) . 3. if installed)./ ) ) Pilot's Operating Handbook and Other Required Documents -.AVAILABLE IN THE AIRPLANE. ) ) ) ) ) ) ) ) ) ) ) ) ) 26856017 ) ) ) G)CABIN ) ) 1.

CHECK ON and FEEL AGAINST STOPS. Avionics Power Switch No. Check audibly that avionics cooling fan is operating. 14. PitoUStatic and Stall Heat Switches -. .OFF. (Ensure pitot/static tube covers are removed. 18. copper witness wire present and intact. 7. 9.CHECK AVAILABLE. Take repeated samples from all fuel drain points (see Section 7 Fuel System Schematic for all nlne drain locations) until all contamination has been removed. Oxygen Masks (if installed) -. Fuel Selector Valves -.NORMAL. Air Conditioner (if installed) -.DRAIN (using fuel sampler) to check for water. 6.CHECK QUANTITY.OFF. 2 -. 19.OFF.RESET as required. 24. 10.IN. Battery Switch -" ON.2 -. Fuel Shutoff -. 21.CHECK IN.GUARDED NORM. 20.CHECK. 11. 16 .ON for 30 seconds .OFF. All Circuit Breakers -. G 1. since aviation turbine fuel will deteriorate asphalt surfaces. Oxygen Supply Pressure (if installed) -.ON. ( ( ( NOTE Properly dispose of samples from all fuel drains. Emergency Power Lever -. 1 13.OFF.) ' Battery Switch -. Wing Flaps -. and if applicable.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) 5. and proper fuel before each flight and after each refueling. If water is observed. Cabin Heat Firewa" Shutoff Control -. 15. LEFT SIDE Fuel Reservoir Drain (bottom of fuselage or left side of cargo pod) -.OFF. Avionics Power Switch No. ( ( ( -( 4-6 7 September 2001 For Training Purposes Only . then OFF. 12. 8. Static Pressure Alternate Source Valve -. Inertial Separator T-Handle -. Standby Flap Motor Switch (Overhead) -. 23. Radar (if installed) -. Fuel Quantity Indicators --:. 25. 22. 26. 17. take further samples until clear. Trim Controls -~ SET.NORMAL. Bleed Air Heat Switch -.FULL DOWN. sediment. Fuel Totalizer (if installed) -.ON.

) "--" ) ) ) ) I o 1'" . ) al ) ) )f )\. 8. 2. au dible warning and warmth. dition cif gear.SECURE.CHECK for tears. or snow from the wing and control surfaces.CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES 2. 7. Fuel Quantity -. abrasion and cleanliness . Main Landing Gear -. 4. (For aircraft equipped with . 6.Visually check for desired level. Make sure the pltot covers are removed.warning ground disconnect switch.CHECK condition and cleanliness.CHECK security. and proper fuel before each flight and after each refueling. Wing Tie-Down -. Fuel Filler Cap -. Landing and Taxi Lights -. 1.CHECK for tears. sediment. 3.CHECK freedom of movement. Inboard Fuel Tank Sump and External Sump Quick-Drain Valves -. 5. If water is observed. abrasion and cleanliness. check that pltot/statlc source and stall warning heaters are warm to touch after turning pltot/statlc and stall heat switches on for 30 seconds.CHECK proper tire inflation and con) y.DRAIN (using fuel sampler) to check for water. Ice. Take repeated samples from all fuel drain points until all contamination has been removed. openings for stoppage and warmth. make sure the control surfaces contain no Internal accumulations of Ice or debris. LEFT WING Leading Edge \ A WARNING ) ) ) t') " ) ) ) It is essential in cold weather to remove even small accumulations of frost. Also. 3 . . take further samples until clear. Stall Warning Vane -. Pitot/Static Tube -. Prior to any flight In Icing conditions. check audible warning with elevator control off forward stop). Wing Deice Boots (if installed) -.DISCONNECT. stall . then off."'-"" ) ) ) 15 November 2000 4-7 ) . . Wing Strut Deice Boots (if installed) -'.

ice.' Baggage -. or snow from the tail and control surfaces. abrasion and cleanliness.DISCONNECT. 3.CHECK condition.-. Deice Boots (if installed) -. 6. 2.CHECK for obstructions.CLOSED and LATCHED. 1. o 1.CLOSED and LATCHED.CHECK condition . If water is observed.' Navigation and Strobe Lights -. security. sediment and proper fuel before each flight and after each refueling. 10. Static Wicks -.DISENGAGE. 3. Take repeated samples from all fuel drain points until all contamination has been removed. Passenger Entry Door (if installed) -. Exercise caution to avoid distorting vortex generators on the horizontal stabilizer while deicing. EMPENNAGE A WARNING It js essential in cold weather to remove even small accumulations of frost. Aileron and Servo Tab -. 5. 7. Cargo Door -. take further samples until clear.CHECK condition and security.CHECK condition. Tail Tie-Down -. freedom of movement and tab position . Control Surfaces and Elevator Trim Tabs -. ) 4. Outboard Fuel Tank Sump Quick-Drain Valve (if installed and airplane parked with one wing low on a sloping ramp) -DRAIN (using fuel sampler) to check for water. 2. make sure the control surfaces contain no Internal accumulations of Ice or debris. Also. Static Wicks -.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) 8 9.CHECK SECURE through cargo door.CHECK condition and security.CHECK condition and security. 4.CHECK for tears. 8.Trailing Edge Fuel Tank Vent. Spoiler -. ( ( ( 4-8 1 April 1998 For Training Purposes Only . Flap -. i LEFT WING . 5. Rudder Gust Lock (if installed) -.CHECK for condition and cleanliness.

VISUALLY CHECK for desired level. Spoiler -. Fuel Tank Vent -. Wing Strut Deice Boots (if installed) -. 3.CHECK for tears. \. Wing Tie-Down -. Outboard Fuel Tank Sump Quick-Drain Valve (if installed and airplane parked with one wing low on a sloping ramp) -DRAIN (using fuel sampler) to check for water. make sure the control surfaces contain no Internal accumulations of Ice or debris. or snow from the wing and control surfaces. Wing Deice Boots (if installed) -.CHECK condition..CHECK condition and cleanliness.CHECK condition and security. Fuel Filler Cap -.DISCONNECT. ) ) 2. ) ) ) ) ) ) ) 5. RIGHT WING Trailing Edge Flap -. 6. 4.CHECK for obstructions. 2. 9. abrasion. 5. ) )[ " : ) ' rj ) ) ) 1 April 1998 4-9 . and cleanliness. 8. Landing and Taxi Lights -. Also.CHECK security. 10. 4. Navigation and Strobe Lights -. ) )f ) ) \ .CHECK condition and security.CHECK for tears. openings for stoppage . Fuel Quantity -. 1.. Aileron and Trim Tab -. Pitot/Static Tube -. )( --.) ) ) ) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) G 1. ) ) ) G) RIGHT WING Leading Edge A WARNING ) ) ) ) It Is essential In cold weather to remove even small accumulations of frost. If water is observed.SECURE. abrasion and Cleanliness.CH~CK condition and security. 3. Static Wicks -.CHECK condition and cleanliness. ice. 7. Radome (if installed) --CHECK condition and security. . and warmth. take further samples until clear. sediment and proper fuel before each flight and after each refueling. Take repeated samples from a/l fuel drain pOints until all contamination has been removed.

A WARNING Avoid touching the output connectors or coupling nuts or ignition excitor with bare hands. Cowling -. Take repeated samples from all fuel drain points until all contamination has been removed.CHECK for general condition. Propeller Anchor -. and debris. 12. 3. Exhaust System -. 4.OPEN right side of upper cowling for access and CHECK condition and security. or snow from the propeller blades and spinner. Main Landing Gear _. restrictions. 7. take further samples until clear. Exhaust Cover (if installed) -. CHECK proper tire inflation and condition of gear. 6. 1. fuel and oil leakage and damage to any components. 8.CHECK condition. \ NOSE A WARNING It is essential in cold weather to remove even small accumulations of frost. and power cables secure. 5. security. ice. Battery -.CHECK starter/generator blast tube opening and oil cooler inlet (right) and engine induction air inlet (left) for condition.REMOVE. and proper fuel before each flight and after each refueling.REMOVE.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675SHP) CV 11 . distortion and damage. security. 011 cooler and engine Inlets). Air Inlets-. and the air Inlets (starter/generator.REMOVE. cracks.CHECK condition and security. 9. 4-10 For Training Purposes Only 1 April 1998 . Inboard Fuel Tank Sump and External Sump Quick-Drain Valves -. If water is observed. • Engine (right side) -.CLOSE and LATCH right side. 2. sediment. Air Inlet Covers -. DRAIN (using fuel sampler) to check ' for water. Cowling -.

) ) ) 1 April 1998 4-11 . ) ) ) ) 16. fuel and oil leakage and damage to any components. Propeller -. Markings indicate U. 22.':.CHECK for general condition. red overtravel indicator block and cable intact (not fallen into view). 21. A WARNING ) ) Ensure oil dipstick cap is securely latched down. Operating the engine with less than the recommended oil level and with the dipstick cap unlatched will result in excessive 011 loss and eventual engine stoppage. Fuel Pump Drain Reservoir (if installed) -.CHECK FUEL FILTER BYPASS FLAG for proper location (flush). Oil Dipstick/Filler Cap -.S. looseness of material. ) ) ){-- .DRAIN until empty. 12. gouges. 20.CHECK blades for nicks. Cowling -. Propeller Spinner -. Fuel Filter -. 18.OPEN left side of upper cowling for access and CHECK condition and security.CHECK for condition.CHECK oil level. and proper fuel before each flight and after each refueling. take further samples until clear. ) 14. Brake Fluid Reservoir -. security. 15.CHECK LEVEL.. and proper inflation of tire. and evidence of grease and oil leaks. 19.CHECK CLOSED and duct free of debris. ) ) ) ) 11. Fill to within 1 112 quarts of MAX HOT or MAX COLD (as appropriate) on dipstick. 13. Fuel Drain Can -./.CESSNA MODEL 208 (675 SHP) ) SECTION 4 NORMAL PROCEDURES ) ~: Ie' 10. Inertial Separator Bypass Outlet -.' . Anti-ice boots for security. 17. Also.CHECK condition and security. Fuel Filter Quick-Drain Valve -. Nose Wheel Strut and Tire -.DRAIN (using fuel sampler) to check for water. Take repeated samples from all fuel drain pOints until all contamination has been removed. inspect blades for lightning strike (darkened area near tips). Cowling -.. then check dipstick/filler cap SECURE. erosion. sediment.CLOSE and LATCH left side. Engine (left side) -.DRAIN until empty. If water is observed. cracks and debonds. quarts low if oil is hot.

FLT-PUSH. Control Lock -.OFF. 6.LATCHED (check aft doors) .ON (push in). Seat Belts. Propeller Control Lever -. Fuel Condition Lever -.NORM . 14. \ . 18. Parking Brake -.CHECK IN. Shoulder Harnesses -. All Key Locking Cabin Doors -. Emergency Power Lever -. Circuit Breakers -. 19.OFF. 3.SECTION 4 NORMAL PROCEDURES BEFORE STARTING ENGINE CESSNA MODEL 208 (675 SHP) 1. 17. RIGHT ON. 4. 2. 11.COMPLETE.REMOVE .NORMAL. 20. 7. Left Crew Door Lock Override Knob and Right Crew Door Inside Lock -. Switches -. 12. Fuel Shutoff -. 1 April 1998 For Training Purposes Only I . Fuel Tank Selectors -. Cabin Heat Mixing Air Control-. Ignition Switch -.CUTOFF. Seats. Cabin Doors -. Cargo door may be locked if no passengers occupy cargo section of aircraft) . 9. 10.( Leaving the bleed air heat switch ON may result in a hot start or abnormal acceleration to Idle.IDLE. 15.ADJUST and SECURE (crew seat lock indicator pin(s) extended). 22.LEFT ON.MAX (full forward). Power Lever -.SET (pull control out and depress brake pedals) .OFF.UNLOCKED (except cargo : configured aircraft. . Bleed Air-Heat Switch -. A WARNING Failure to properly utilize seat belts and shoulder harnesses could result in serious or fatal Injury in the event of an accident. 4-12 CAUTION . 5.OFF. 21. 8. ( ( A 16. Preflight Inspection and Weight and Balance Check -COMPLETE.UNLOCKED. 13. Air Conditioner (if installed) -.TURN and PUSH to unlock. Radar (if installed) -. Passenger Briefing -. Rudder Lock (if installed) -.

Propeller Area -.. . 4. be prepared to return the fuel condition lever to CUTOFF. b. Volt/Ammeter -. FUEL PRESS LOW Annunciator -. AUX FUEL PUMP ON Annunciator -. IGNITION ON Annunciator -. \. ) ) ) ) ) 3. sT ARTING ENGINE (Battery Start) 1. b. 28. )(0'/ ) ) ) 29 September 1998 4-131 . ) ) 7. No Smoking/Seat Belt Sign Switches (if installed) -. ) ) Battery Switch -. a. Fire Detector Test Switch -. limited to 2 seconds) .UP.STABLE (12% minimum) . c.MONITOR (1090°C maximum. 2.PRESS-TO-TEST. ) )" .ON as required/desired. 26.OFF.CLEAR. 27.ON.PRESS-TO-TEST (all annunciator lamps illuminate and both Fuel Selectors Off Warning Horns are activated).. Fuel Flow -.CHECK ON. ITT -. A CAUTION 1'. ) ¥ " -. Fuel Condition Lever -. 25. ' Annunciator Panel Day/Night Switch -. Engine Oil Pressure -.' Ensure that the emergency power lever Is In the NORMAL (full aft) position or an overtemperature condition will result during engine start. Fuel Boost Switch -. Emergency Power Lever -.START and OBSERVE.ON and OBSERVE.SET. No fuel flow. 24.CESSNA MODEL 208 (675 SHP) ) SECTION 4 NORMAL PROCEDURES (0 ) ) ) 23. ) ) 5. Annunciator Panel Lamp Test Switch -. Starter Switch -. b. Wing Flaps -. A CAUTION If ITT climbs rapidly · towards 1090°C. ) ) ) 6.NORMAL (full aft) position (check EMERGENCY POWER LEVER annunciator OFF). c. .ON. a.LOW IDLE and OBSERVE. Battery Switch -.ON..CHECK (24 volts minimum).CHECK for indication. Ng -. ) ).CHECK for 80 to 110 pph. a.

8. 5. External Power Switch -. 16. 12. Battery Switch -.1 and No. Cabin Heating. 14.BUS. 4-14 For Training Purposes Only 13 October 1999 .AS REQUIRED.ON.or an overtemperature condition will result during engine start. Radios -. c. Starter Switch -. External Power Switch -.CHECK 24 -28.CHECK. Battery Switch -.NORMAL (check EMERGENCY POWER LEVER annunciator OFF).OFF. Generator -. Minimum 800 Amp and Maximum 1700 Amp Capacity) . idle ITT may exceed maximum idle ITT limitation of S8SoC. ( ( ( ( ( ( ( STARTING ENGINE (Auxiliary Power Start). Auxiliary Power Unit -. Volt/Ammeter -. then ON.ON as required.CHECK GENERATOR OFF annunciator OFF and battery charging.AS DESIRED.2 Power Switches -. 10. (24-28 Volt. Suction Gauge -. Ng -. External Power Switch -.ENGAGE. Volt/Ammeter -. Battery Switch -. 10.OFF. Ventilating and Defrosting Controls -. 8.5 Volts. 2. Engine Instruments -. 6. 7. 11.52% MINIMUM.OFF (check STARTER ENERGIZED annunciator OFF).ON. 13. ( ( ( ( ( A CAUTION ( Ensure that the emergency power lever Is in the NORMAL position . Navigation Lights and Flashing Beacon (if installed) -. 4. 9.CHECK (20 volts minimum). Fuel Boost Switch -.NORM (check AUX FUEL PUMP ON annunciator OFF). Increase Ng and/or reduce accessory load to maintain ITT within limits. 3.ON.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) A CAUTION Under hot OAT and/or high ground elevation conditions.CHECK. ( ( ( 9. Emergency Power Lever -. Avionics No. 15. 1.STARTER.

Initiate engine shutdown. be prepared to return the fuel condition lever to CUTOFF.OFF. Ng . 19.CHECK ON. A CAUTION If the auxiliary power unit drops off the line. 2 Power Switches -.START and OBSERVE. if ) ~\. b.LOW IDLE and OBSERVE. Starter Switch -.1 and No. • Under hot OAT and/or high ground elevation conditions. 15.CLEAR. . Idle ITT may exceed maximum Idle ITT limitation of 685°C.ON and OBSERVE.OFF. then DISENGAGE.CHECK for indication. c. 17. In -. 13. Increase Ng and/or reduce accessory load to maintain ITT within limits. Fuel Boost Switch -.. Fuel Condition Lever -.OFF (check STARTER ENERGIZED annunciator OFF). Fuel Flow -.CHECK GENERATOR OFF annunciator OFF and battery charging. Navigation Lights and Flashing Beacon (if installed) -.NORM (check AUX FUEL PUMP ON annunciator OFF). ) ) ) ) ) ) 14. ) A CAUTION • If ITT climbs rapidly towards 1090°C.ON. 18. b. c. Fuel Boost Switch -.. limited to 2 seconds). ) ) ) ) 20. FUEL PRESS LOW Annunciator -. c. IGNITION ON Annunciator -. Auxiliary Power Unit -. a. Engine Oil Pressure -. b.CHECK for 80 to 110 pph . No fuel flow. 12.ON as required . (Continued Next Page) )( ) ) ) ) ) ) 16. Ng -.ON . ~~: ~ "j -.OFF. Starter Switch -.52% MINIMUM. ) } ) f" Propeller -..MONITOR (1090°C maximum.CHECK. AUX FUEL PUMP ON Annunciator -. a. )r ". Generator -. a. Avionics No. External Power Switch -.STABLE (12% minimum). ' Engine Instruments -.- I ) ) ) 13 October 1999 For Trainin Purposes Only 4-15 .) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) 11 .

Seats. Turn control counterclockwise. Aileron. 8. 13 October 1999 For Training Purposes Only ( ( ( ( ( ( ( ( ( ( ( ( ( 4-16 .CHECK (See Section 2. Parking Brake -.CHECK. Limitations for minimum oil temperature required for flight). 2. g 2.SET for takeoff. Seat Belts. 4.CHECK and return selector to BATT position. 10. Volt/Ammeter -.RECHECK.AS DESIRED. Engine Instruments -. pull to BYPASS pOSition and check torque drop. a. Fuel Tank Selectors -. 25.SET. Fuel Boost Switch -. Flight Instruments -. Fuel Shutoff -. Power LeveJ -. Suction Gauge -.RECHECK NORM. Elevator. 6. move control back to NORMAL position and check that original torque is regained ~ d. ( WARNING Failure to properly utilize seat belts and shoulder harnesses could result In serious or fatal Injury In the event of an accident. 9. 24.FREE and CORRECT. Radios -. ( ( A 3. 5. 7. Brakes -.CHECK. 1.400 FT-LBS.AS REQUIRED.CHECK. NOTE For improved brake life" propeller BETA range may be used during taxi with minimum blade erosion up to the point where N increases (against beta range spring) . Inertial Separator CHECK. ( ( ( TAXIING 1.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( I I 23.RECHECK FULLY ON. Flight Controls -. Suction Gauge -. b. Shoulder Harnesses --CHECK SECURE. Fuel Quantity -.CHECK. Cabin Heating. Flight Instruments -.RECHECK BOTH ON. c.CHECK and SET. . and Rudder Trim Controls -. Ventilating and Defrosting Controls -. ( ( ( ( BEFORE TAKEOFF .

27. ) (" ) ) ) RPM) (See Systems Checks) . Switch (if installed) -. 23. Strobe Lights -. 21. a pre-takeoff contamination check should be conducted by the pilot In command within 5 minutes of takeOff. Standby Power (if installed) -. PitoVStatic Heat -. Checks) . Autopilot (if installed) -. 15. Critical areas of the airplane .CHECK (stabilized at 1750 ±60 { -<_. Standby power. GPS/NAV Switch -. 28 .AS REQUIRED. 24. Quadrant Friction tock -.RELEASE. . Annunciators -.CHECK (See Systems ..EXTINGUISHED or considered. 17.:. 14. ) ) 12. J(". Overspeed Governor -. ) ) ) ) Y' · ..HIGH IDLE. ) ) ) 20.FLT-PUSH.) ) ) ) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) 11. )\. 22. 19. and that the deice or Anti·lce fluid Is stili protecting the airplane. windshield. Avionics and Radar (if installed) -.. 26. ) ) ) ) 16. Power Lever -. preferably Just prior to taxIIng onto the active runway. 25 .IDLE. 13. control surfaces and engine Inlets • should be checked to ensure they are free of Ice.. 20° short field).SET.ON when OAT is below 4°C (40°F) .OFF). wings.. Ice Proteclion -.ON (Standby powerl !NOP Annunciator -.CHECK and SET.ADJUST.CLOSE. ) 13 October 1999 For Traininl! Purooses Onlv 4-17 .PREFLIGHT TEST (See Systems Checks) . slush and snow. Wing Flaps -~ SET for takeoff (10° normal. 18. Fuel Condition Lever -.>. Window -. ) A. (if installed) PREFLIGHT Known Icing System COMPLETE (See Systems Checks) prior to any flight in icing conditions. WARNING When ground Icing conditions are present..AS REQUIRED. Brakes -. Cabin Heat Mixing Air Control -.such as empennage.

Brakes -.SET FOR TAKEOFF (observe Takeoff ITT and Ng limits) Refer to Section 5 for takeoff limits. ( ( ( SHORT FIELD TAKEOFF ( 1. 6.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( TAKEOFF NORMAL TAKEOFF ( ( ( 0 1. Wing Flaps -. 5.APPLY. 2. ( ( ( ( ( ( ( ( ( 4-18 For Training Purposes Only 1 April 1998 . to ( ( ( ( ( ( TYPE /I OR TYPE IV Anti-ice FLUID TAKEOFF 1. 4. 4.89 KIAS.CHECK. Rotate -. 8. 6. Climb Speed -. Refer to Section 5 for takeoff power.00. Wing Flaps -. Rotate -. Wing Flaps -. 3. 5. Power -.82 KIAS until all obstacles are cleared. Power -.RETRACT after reaching 90 KIAS.85-95 KIAS.CHECK.RELEASE.70-75 KIAS. Power -. 3. 7. Refer to Section 5 for speeds at reduced weights.SET FOR TAKEOFF (observe Takeoff ITT and Ng limits).SET FOR TAKEOFF (observe Takeoff ITT and Ng limits). 2. 5.0° to 20° (10 recommended).70 KIAS. Climb Speed -. Rotate -. Wing Flaps -. Climb Speed -. Annunciators -. 2.104 KIAS.CHECK. 3. Annunciators -. Refer Section 5 for takeoff power. Wing Flaps -. Annunciators -.20 0 • Brakes -.RETRACT after reaching 90 KIAS. 4.

Pitot/Static Heat -. ) NOTE To achieve maximum flat rated horsepower.115-125 KIAS. 4. Airspeed -. ) ) ) ) ) 3.AS REQUIRED. Airspeed -.AS REQUIRED . Propeller -. NOTE ) Engine operations which exceed engine life. Ice Protection -. MAXIMUM PERFORMANCE CLIMB 1.. Torque -. reduce maxiinum allowable N g by 2. 2.2%. t". ~ .ON when OAT is below 4°C (40°F) . . "- 740°C ITT may reduce ~' ) ) A CAUTION ) ) ) For every 10° below -30°C ambient temperature. ) "" . Pitot/Static Heat -. Ice Protection ~ . 3. 2. ) ) ) 13 October 1999 4-19 ) .) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) ENROUTE CLIMB CRUISE CLIMB {' ) ) 1.1900 RPM.ON when OAT is below 4°C (40°F).000 feet. use of 1800 RPM.000 feet to 91 KIAS at 20. observe Maximum Climb lIT and Ng limits). Propeller -.107 KIAS at sea level to 101 KIAS at 10. :. ) ) a minimum ) ) ) ) 5.. 4.SET (refer to RPM/MAX TORQUE placard for corresponding RPM.1600-1900 RPM .

6. ( ( ( NOTE Engine operations which exceed 740°C ITT may reduce engine life.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( 5.AS REQUIRED. Power -.2%.AS REQUIRED to give desired rate of descent. maximum allowable Ng by 2.SET.2%.AS REQUIRED. Ice Protection -. Power -.1865 FT-LBS MAXIMUM (observe . . 3. Propeller--1600to 1900 RPM. ( ( 4-20 For Training Purposes Only 1 April 1998 . NOTE Engine operations which exceed 740°C ITT may reduce engine life. No Smoking/Seat Belt Sign Switches (if installed) -. Ice Protection -. 4. 4. Torque -. Altimeter -. reduce . Pitot/Static Heat -. ( A CAUTION ( ( ( For every 10° below -30°C ambient temperature. Maximum Climb ITT and Ng limits). reduce maximum allowable Ng by 2. CRUISE 1. Pitot/Static Heat -.SET.( ( 3. ( ( A CAUTION For every 10° below -30 o e ambient temperature. ( ( DESCENT 1.ON when OAT is below 4°C (40°F). GPS/NAV Switch -. 2.AS REQUIRED.ON when OAT is below 4°C (40°F). ( ( 5. 2.SET per Cruise Power Tables (observe Maximum Cruise ITT and Ng limits).

OFF. 3.MAX (full forward). S.STANDBY or OFF. 2. ) ) ) ) ) 4.BETA range after TOUCHDOWN. Propeller Control Lever -.AS DESIRED (flaps down preferred). 3. )( ) ) ) LANDING NORMAL LANDING 1. 6. ) ) ) ) )t . RIGHT ON. Radar (if installed) -. Seats. ) ) ) ) ) 4.LEFT ON.AS REQUIRED.AS DESIRED (0° to -10 0 below 175 KIAS. 20° to 30° below 125 KIAS) . Wing Flaps -. Fuel Tank Selectors -. Airspeed -.95-110 KIAS (flaps UP). Brakes -. Wing Flaps -.) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) ) BEFORE LANDING NOTE Refer to Landing Distance table in Section 5 for anticipated ground roll and total distance requirements. 7.75-85 KIAS (flaps FULL DOWN). 6.-"! ) ) ) ) 13 October 1999 4-21 . S. 2. Airspeed -. Seat Belts.MAIN WHEELS FIRST.SECURE. Autopilot (if installed) -.HIGH IDLE. 10 0 to 20° below 150 KIAS. l ) ) ) ) A WARNING Failure to properly utilize seat belts and shoulder harnesses could result in serious or fatal injury _ in the event of an accident. Power Lever -. 1. Shoulder Harnesses -. Fuel Condition Lever -. Touchdown -.

.HP) ( ( . 4. reduced weights) .BETA range (lever against spring) after TOUCHDOWN .FULL DOWN. Touchdown -. 4.78 KIAS (Refer to Section 5 for speeds at . Power Lever -.RETRACT for maximum brake effectiveness ( BALKED LANDING ( ( 1. 3. Wing Flaps -.RETRACT to 20°.77 KIAS until obstacles are cleared. Power Lever -. 3. Wing Flaps -. 2. ( ( 4-22 For Training Purposes Only 1 April 1998 . Wing Flaps -. ( ( 6. 7. Airspeed -.RETRACT after reaching safe altitude and 90 KIAS. Wing Flaps -. 5.ADVANCE for takeoff power. . Brakes -.( ( 1. ( ( ( ( ( ( ( ( ( ( ( .MAIN WHEELS FIRST.SECTION 4 NORMAL PROCEDURES SHORT FIELD LANDING CESSNA MODEL 208 (675 S.REDUCE to IDLE after clearing obstacles. 2. Climb Speed -.APPLY HEAVILY while holding elevator control full aft. Power Lever -. ' NOTE ( ( ( ( ( ( Further reduction of landing roll will result from use of reverse thrust (see Section 5).

OFF. 6. 3.SET. Bleed Air Heat. Avionics Switches -. clear of th.LOW IDLE when runway.) CESSNA MODEL 208 (675 SHP) ) ) SECTION 4 NORMAL PROCEDURES ) AFTER LANDING 1. 4. 2.STABILIZED at minimum temperature for one minute. If the engine has started to shutdown In this situation. 10.. Fuel Boost Switch -. moving the lever back to the LOW IDLE position can cause an ITT over-temperature condition. Strobe Lights -.OFF. ) ~~. Propeller Control Lever -. ) ) 15 November 2000 4-23 . 9. Power Lever -. Fuel Condition Lever -. Ventilation Fans and Air Conditioner·.OFF..IDLE. Standby Power Switch (if installed) -. Wing Flaps ~. )( ': ) ) 2. 7.OFF. 6. Lighting Switches -.UP. 5.FEATHER. Landing and Taxi Lights -. 8. Fuel Condition Lever -. ) ) ) ) ) ) ) Parking Brake -. and proceed to do a normal engine start using the "Starting Engine" checklist.CUTOFF. ITT -.l ) ) ) A CAUTION J ) ) J( ) ) ) ~ If the fuel condition lever is moved past the LOW IDLE position and the engine N~ falls below 53%.AS REQUIRED./ ) )( '. Ice Protection Equipment -. 11. 3. Oxygen Supply Control Lever (if installed) -.. SHUTDOWN AND SECURING AIRPLANE 1...OFF.OFF. Standby Power Switch (if installed) -. ) ) 5.. allow the engine to complete Its shutdown sequence.OFF.OFF.OFF. 4.

leakage. and is therefore recommended. are' often eliminated by routinely conducting a brief postflight inspection. 14.OFF. Power Lever -. Overspeed Governor Test Switch -. ( ( ( ( ( ( SYSTEMS CHECKS OVERSPEED GOVERNOR CHECK 1. 15. and tire inflation will alert the operator to potential problems.IDLE. Overspeed Governor CHECK (first flight of the day and after maintenance). Overspeed Governor Test Switch -. e.RELEASE. d. Power Lever -.MAX (full forward). b. _0 ( ( ( ( i ( ( ( NOTE Possible d~lays of subsequent flights. feeding).AS REQUIRED. 16. Oil Breather Drain Can -. 17. Fuel Filter -. or even missed flights.PRESS and HOLD.CHECK FUEL FILTER BYPASS FLAG for proper location (flush) . 13. c. External Covers _0 INSTALL. a.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( 12. Tie-Downs and Chocks -.ADVANCE (propeller should stabilize at 1750 ±60 RPM).DRAIN until empty.LOCK. 0- ( ( ( ( ( ( ( ( ( ( ( ( ( ( 4-24 For Training Purposes Only 1 April 1998 . Battery Switch -. Controls -. Propeller Control Lever -. 18. a visual check of the airplane for condition. Fuel Tank Selectors LEFT OFF or RIGHT OFF (turn high wing tank off if parked on a sloping surface to prevent cross ' . Usually. security.

" "\'. BEFORE TAKEOFF RELIABILITY TESTS NOTE Steps 1 thru 10 are to be performed prior to each flight. ) ) ) ) 2. Manual electric trim should not operate either nose up or nose down. ) ) 1 April 1998 For Training Purposes Only 4-25 ) . The trim wheel should not move on its own.ON.-. c. Actuate right side of split switch unit to the fore and aft positions.~i ) Manual Electric Trim -. which will flash approximately 12 times and then remain off. ) 4.. Rotate the trim wheel manually against the engaged c. c.information on the KFC-150 check procedures. Press the AlP DISCrrHIM INTER switch down and hold.PRESS momentarily and NOTE: a. The autopilot circuit breaker should be pulled (the autopilot and manual electric trim will be inoperative). all' annunciator lights off except AP. Actuate left side. -" ':. After approximately 5 seconds. The trim wheel should not move on its own and normal trim wheel force is ' required to move it manually.' ' ) ) Gyros -. ) ) { . PREFLIGHT TEST Button -. Supplements. ) ) ) ) )( " ' .TEST as follows: a. ). the autotrim did not pass the preflight test. All legends and digits are displayed on the KAS-297B Vertical Speed and Altitude Selector (Optional). the control wheel should be held to prevent ailerons from banging stops. warning light stays on. ) t ·---'·: ) ) ) ) NOTE When autopilot is turned on while airplane is on the ground.. 3. 1. AVIONICS POWER 1 Switch -. b. ) ) NOTE If trim.lutch to check the pilot's trim overpower capability. b. of split switch unit to the fore and aft positions. All annunciator lights on (TRIM annunciator flashing).Allow 3-4 minutes for gyros to come up to speed.) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) AUTOPILOT CHECK KING KFC-150 (If Installed) Refer to Section 9. . for complete .

AlP DISCITRIM INTER Switch -.ENGAGE by pressing FD or CWS button.ENGAGE by pressing YAW DAMP switch button. (Continued Next Page) ( 4-26 For Training Purposes Only 15 November 2000 . Flight Director -. .PRESS. 8. 2. left. 10. NOTE ( When autopilot is turned on while airplane is on the ground. The autopilot circuit breaker should be pulled (the autopilot and manual electric trim will be inoperative).Performed automatically on power up.MOVE fore . the control wheel should be held to prevent ailerons from banging stops. BEFORE TAKEOFF RELIABIL. 7. Gyros -. NOTE ( ( ( ( If TRIM warning light stays on.lTY TESTS NOTE ( ( Steps 1 thru 8 are to be performed prior to each flight. Verify that the autopilot and yaw damper (optional) disconnects and all flight director modes are canceled. AVIONICS POWER 1 Switch -. 9.ENGAGE by pressing AP ENG button. 6. Flight Controls -. Yaw Damper (Optional) -. Autopilot -.ON.Allow 3-4 minutes for gyros to come up to speed. TRIM -. PREFLIGHT TEST -. and right to verify that the autopilot/yaw damper can be overpowered. 3. aft. the autotrim did not pas& the preflight test.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( 5.SET to takeoff position. ( ( AUTOPILOT CHECK BENDIX/KING KFC-22S <If Installed) Refer to Supplement S48 of Pilot's Operating Handbook for complete information. 1.

Rotate the trim wheel manually against the engaged clutch to check the pilot's trim overpower capability. The trim wheel should not move on its own. Generator Switch -.ON . Generator -.CHECK for alternator output and voltage approximately one volt less than with generator ON. Verify that . ) ) 6. AlP DISCITRIM INTER Switch -. a. autopilot and ' yaw damper (optional) disconnects and all flight director modes are canceled..'. Actuate right side of split switch unit to the fore and aft positions . and right to verify that the autopilot/yaw damper can be overpowered. c.TRIP.SET to takeoff position. Standby Power Switch -. b.SELECT AL T position and verify alternator output near zero.'\ ) '~ .) ) ) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) ). .~ 4 . Autopilot -. STAND~Y POWER CHECK (If Standby Electrical System is Installed) 1. VoltlAmmeter -. Actuate left side of split switch unit to the fore and aft positions. The optional yaw damper will also engage./ NOTE A fully charged battery will carry part of the electrical load when initially switching from generator to standby alternator power because of the generator's higher voltage regulation. Manual Electric Trim -. TRIM -. VoltlAmmeter -. Standby Power -. e.TEST as follows: a. left. d. aft.CHECK (first flight of the day and before all flights into known icing conditions). Manual electric trim should not operate either nose up or nose down. ) ) ) ) ) ) ) ) )('.MOVE fore. the J ( ) ) 8. ) ) 7. c.PRESS. The trim wheel should not move on its own and normal trim wheel force is required · to move it manually.. Flight Controls -. but not more than 60 amps. b.f I. ) ) ) ) ) ) 5 .LOAD to approximately 30 amps (use taxi lights if required). j ) ) 15 November 2000 4'-27 . Press the Al P DISCITRIM INTER switch down and hold.ENGAGE by pressing AP button.

.ON. h.OFF. 2.RESET.SECTION 4 NORMAL PROCEDURES f. abrasions and cleanliness . Check security and electrical connection. I 13. Standby Power Switch -. CESSNA MODEL 208 (675 SHP) ( ( STBY ELECT PWR ON Annunciator -.CHECK ON . Pitot/Static Tube(s) -. Battery Switch -. I 12. 8.OFF (STBY ELECT PWR INOP Annunciator -. ground operation in a right hand crosswind or operaUng the propeller In beta or feather should be kept to a minimum. Stall Warning Transducer -. 5. PITOT/STATIC and Stall Heat Switches -.OFF. VolUAmmeter Selector · Switch -.ON (for 30 seconds maximum.CHECK OFF. Wing Ice Detector Light Switch -.CHECK condition of boots and heating elements . DAY/NIGHT Switch to NIGHT -. Wing Strut. LOW AIRSPEED ADVISORY SYSTEM (if installed) -CHECK for illumination when pitot heat is ON . Cargo Pod Nose cap and Stabilizer Deice Boots -. ! ( ( I 4-28 (Continued next page) 7 September 2001 For Training Purposes Only .Windshield Ice Detector Light (if installed) CHECK for illumination.CHECK condition. PITOT/STATIC and Stall Heat Switches -. Windshield Anti-ice Panel -. ensure pitot covers are removed). ( ( ( ( BEFORE TAKEOFF A CAUTION To prevent blistering the cargo pod deice boot (if installed). i. 7. ( ( ( ( KNOWN ICING CHECK (If Flight Into Known Icing Equipment Package is Installed) PREFLIGHT INSPECTION ( ( ( 1. g. 9.PERCEPTIBLY WARM . 6. STBY ELECT PWR ON Annunciator -. 4.CLEAR and VERY WARM. Main Landing Gear Leg. Wing. Control Surface Static Dischargers -.CHECK for tears. j.ON and CHECK for illumination.ON) . 3. Propeller Anti-ice Boots -. Generator Switch -. 10. Battery Switch -.INSTALL. 11 .RETURN to BATT position.

main landing gear leg. observe change in generator output and illumination of WINDSHIELD ANTI-ICE annunciator.': Windshield Anti-ice Switch -. 2. ' Prop Anti-ice Ammeter -. wing inboard.AUTO. PRESSURE annunciator within 6 seconds. Visually check inflation of all visible boots and illumination of DEICE.AUTO. seconds and OFF after 18 seconds with approximate twosecond OFF periods after 6 and 12 seconds.ADJUST for 400 FT-LBS TORQUE. 9.MANUAL and hold. 4.CHECK VISUALLY FOR COMPLETE DEFLATION to the vacuum hold-down condition. PRIMARY Windshield Anti-ice Switch -.CHECK for torque drop between NORMAL and BYPASS modes. DEICE PRESSURE Annunciator -.MANUAl. 3. 5.CHECK ON within three. ( ( 11. Boot Press Switch -. . (Large Windshield Anti-ice Panel): ( ( ( PRIMARY Windshield Anti-ice Switch -. Power Lever -. The ammeter should indicate. 6. Prop Anti-ice Switch -. SECONDARY Windshield Anti-ice Switch -. (Continued next page) ( ( ( ( ( ( ( ( ( ( ~. 10.( CESSNA MODEL 208 (675 SHP) 1. (Small Windshield Anti-ice Panel): SECTION 4 NORMAL PROCEDURES ( ( ( I ( '. Visually check inflation and deflation cycle of stabilizer.CHECK in green arc range and for periodic cycling.. Inertial Separator -.AUTO and MANUAL. For each switch movement. 20 to 24 amps for 90 seconds. and 0 amps for 90 seconds. ( ( ( ( 8.AUTO and release.\ . ( ( ( (~:j ( • 4-28AI 7 September 2001 For Training Purposes Only . Boots -. wing outboard and wing strut deicing boots.MANUAL.AUTO and MANUAL. 12. Prop Anti-ice Switch -.IDLE. Return control to BYPASS if moisture is present below approximately 4°C (40°F). Prop Anti-ice Ammeter -. Observe increase in generator output and illumination of WINDSHIELD ANTI-ICE annunciator in both switch positions. 7. Power Lever -. Boot Press Switch -.CHECK in green arc range .

14. ' ( ( ( A CAUTION Do not operate pitot/statlc.AS REQUIRED for takeoff and climb out conditions. and propeller Anti-ice heaters for prolonged periods on ground. and Inertial Separator Control -. Pitot/Static Heat -.ON when OAT is below 4°C (40 b F). Stall Heat.SECTION 4 NORMAL PROCEDURES 13. ( ( 14-288 For Training Purposes Only 7 September 2001 .CHECK. Standby Power -. stall warning. CESSNA MODEL 208 (675 SHP) ( ( 15. Windshield Anti-ice and Propeller Anti-ice Switches.

The security of all inspection plates on the airplane should be checked fa "owing periodic inspections. is recommended. the flight and trim tab controls should be double-checked for free and correct movement and security. Airplanes that are operated from rough fields.. are subjected to abnormal landing gear abuse. especially at high altitude. calls for special attention to control surface stops. tires. described in Figure 4-1 and adjacent checklist. If the airplane has been exp. If the airplane has been operated from an unimproved runway. \. ( ( ( ( ( ( A WARNING ( ( ( Flights at night and In cold weather Involve a careful check of other specific areas discussed In this section. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ". check the propeller tips for stone damage and the leading edges of the horizontal tail for abrasion. an extensive exterior inspection is recommended.( ( ( CESSNA MODEL 208 (675 SHP) NORMAL PROCEDURES SECTION 4 ( AMPLIFIED PROCEDURES ( ( t '. has had recent major maintenance. and tail surfaces.. or has been operated from rough or unprepared surfaces.0sed to much ground handling in a crowded hangar. Frequently check all components of the landing gear. and brakes. or tie-down adjacent to taxiing airplanes. Outside storage in windy or gusty areas. hinges. and avionics antennas. it should be checked for dents and scratches on wings.: . and brackets to detect the presence of wind damage. fuselage. as well as damage to navigation and anti-collision lights. After major maintenance has been performed. If the airplane has been in extended storage."~I" ( ( 1 April 1998 For Training Purposes Only 4-29 . PREFLIGHT INSPECTION The Preflight Inspection.

the inboard fuel tank sump and external ·. fuel reservoir quickdrain valve. If the airplane is parked with one wing low on a sloping ramp ' (as evidenced by the ball of the turn and bank indicator displaced from center). make sure the fuel tank filler caps are tightly sealed after any fuel system check or servicing. open both static source drain valves and thoroughly drain all water from the system. sump quick-drain valves. ice or water. ( . draining of the outboard fuel tank sump quick-drain valves (if installed) is also recommended.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( Outside storage may result in water and obstructions in airspeed system lines. assure both valves are completely closed before flight. Prolonged storage of the airplane will result in a water buildup in the fuel which "leaches out" the fuel additive. Refer to Section 8 for fuel additive servicing. and dust and dirt in the engine air inlet and exhaust areas.· If any water is detected in the fuel system. To prevent loss of fuel in flight. An indication of this is when an excessive amount of water · accumulates in the fuel tank sumps. Fuel system vents should also be inspected for obstructions. condensation in fuel tanks.( 4-30 For Training Purposes Only 1 April 1998 . static source system. especially after exposure to cold. wet weather. If any water is suspected in the . A WARNING If the static source drain valves are opened. and fuel filter quick-drain valve should all be thoroughly drained until there is no evidence of water or sediment contamination.

ventilation blower and air conditioning switches. The bleed air heat switch should be off to prevent excessive compressor bleed during the engine start. only those lighting switches that are necessary for a nighttime engine start should be turned on. Those items that may require further explanation are noted in the following discussion. The Before Starting Engine checklist procedures should be followed closely to assure a satisfactory engine start. deice.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( ( ( " \. should be turned off. All other switches. it is important to check the condition and quantity of oxygen face masks and hose assemblies.. including exterior lights. Anti-ice. Also. • Failure to properly utilize seat belts and shoulder harnesses could result In serious or fatal InJury In the event of an accident. Leaving the bleed air heat switch ON may result in a hot start or abnormal acceleration to idle. When setting ."". ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( A CAUTION ( (. 1 April 1998 FQf Training Purposes Only 4-31 . the standby power switch and avionics 1 and 2 switches should be off during engine starts. The oxygen supply system should be functionally checked to ensure that it is in working order and that an adequate supply of o. Prior to high-altitude flights. Most of the checklist items are self-explanatory..xygen is available. electrical switches prior to engine start. ( ( ( ( The interior inspection will vary according to the planned flight and the optional equipment installed. . BEFORE STARTING ENGINE A WARNING • It is the responsibi lIty of the pilot in command to ensure that the airplane is properly loaded within the weight and center of gravity limits prior to takeoff.

thereby placing the generator on the line. The ignition switch is left in the NORM position for engine starting with the starter motor (non-windmilling start).SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( { The generator switch is spring-loaded to the ON position. In this position. When · the starter switch is returned to the OFF position after an engine start. Before starting the engine.' When the starter switch is placed in the START or MOTOR position. the generator control unit (GCU) opens the generator contactor. With the lever forward of this gate. excessive quantities of fuel will be discharged through the fuel nozzles when the fuel condition lever is moved to the LOW IDLE position and a hot start will result. the power lever is placed at the IDLE pOSition (against the BETA gate). and the fuel condition lever is stowed in the CUTOFF position. the GCU closes the generator contactor. ( ( A CAUTION It is especially important to verify that the emergency power lever is In the NORMAL position (aft of the IDLE gate) during engine starts. the propeller control lever is moved to the MAX RPM position (full forward). Ignition is automatically terminated when the starter switch is turned OFF. . A CAUTION The propeller reversing linkage can be damaged if the power lever is moved aft of the IDLE position when the engine Is not running and the propeller Is feathered. the igniters are energized when the starter switch is placed in the START position. 4-32 For Training Purposes Only 1 April 1998 .

" 29 September 1998 For Training Purposes Only 4-33 . Typically. After the engine reaches idle (52% Ng or above). With the fuel condition lever in the CUTOFF position. advance thel power lever to obtain approximately 55% Ng before turning the starter switch OFF (the generator contactor closes when the starter switch is turned OFF) . Maximum ITT during engine start is 1090°C. it indicates the starter has not been automatically disengaged during the engine starting sequence due to a failed speed sensor. monitor ITT and Ng. ( ( ( ( ( ( ( ( ( ( ( (~ . <- STARTING ENGINE The Starting Engine checklist procedures should be followed closely to assure a satisfactory engine start. n within limits. After the engine "lights" and during acceleration to idle (approximately 52% Ng) . After Ng stabilizes (minimum of 12%). If this annunciator remains ON. Next. ( ( ( ( ( ( ( (.~:t"'''.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( ( f' \. move the starter switch to the START position. return the starter switch to the OFF position.'. the ITT during start is well below this maximum value. move the fuel condition lever to CUTOFF and perform the Engine Clearing Procedure In this section. verify that the STARTER ENERGIZED and IGNITION ON annunciators illuminate. or ITT rapidly approaches 1090°C. the STARTER ENERGIZED annunciator should be OFF. After the engine has stabilized at idle. A CAUTION ( ( ( ( If no ITT rise is observed within 10 seconds after moving the fuel condition lever to the lOW IDLE position. it may be necessary to advance the power lever slightly ahead of the idle To assure detent to maintain a minimum idle of 52% Ng • I maintaining the minimum Ng and . check for a positive indication of engine oil pressure. limited to 2 seconds. With a cold engine or after making a battery start (high initial generator load into battery). move the fuel condition lever to the LOW IDLE position and verify a fuel flow in the general range of 80 to 110 pph.

Refer to Cold Weather Operation in this section when ambient temperature is below OaF (-18°C). • When an auxiliary power unit Is used. NOTE If the STARTER ENERGIZED annunciator fails to go out after the starter switch has been moved to the OFF position . monitor ITT. it is recommended that an APU be used when the ambient air temperature is less than OaF (-18°C). and ensure the engine is shutting down. occur. ( ( 4-34 For Training PurposesOnly 29 September 1998 . idle ITT may exceed maximum idle ITT limitation of 685°C. Should a loss Of auxiliary power. However. Increase Ng and/or reduce accessory load to maintain ITT within limits. A CAUTION • In the event the auxiliary power unit drops off the line during engine start. Engine starts may be made with airplane battery power or with an auxiliary power unit (APU). immediately place the fuel · condition lever to CUTOFF. exceeding 1700 ampere·s shall not be used. Perform an engine shutdown. the start contactor may be closed and the generator will not function. ensure the unit Is negatively grounded and regulated to 28 volts DC with a capability of providing a minimum of 800 amperes during the starting Auxiliary power units with output cycle. a loss of electrical power to the starter will result which could cause a hot start.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) A CAUTION Under hot OAT and/or high ground elevation conditions. Turn the external power switch off and place the starter switch to the MOTOR position to aid in reducing ITT If necessary.

( ( ( ( ( ( ( . Therefore. or the torching of I burning fuel from engine exhaust on the next successful ignition. a hot streak leading to hot section damage. it is acceptable to advance the power lever or fuel condition lever slightly. return the fuel condition lever to CUTOFF and discontinue the start. With turbine engines. This is especially true with the optional NI-Cad battery which maintains a minimum no-load voltage of 24 volts even at a 50% (or less) charge condition.next start attempt to allow adequate time to drain off unburned fuel. . if gas generator acceleration in the Initial part of the start Is less than normally observed. within starter limitations after confirming that all fuel drainage has stopped.~ ' ( A dry motoring. The operator must be ready to immediately stop the . will ensure that no fuel is trapped before the next start. After an aborted start for whatever reason. Failure to drain all residual fuel from the engine could lead to a hot start. Anticipate a hot start. suspect gear train decouple. check the voltmeter for a minimum of 24 volts. If the starter accelerates the gas generator rapidly above 20%. A CAUTION ( ( ( ( ( ( ( ( ( ( A minimum battery voltage of 24 volts Is not always an Indication that the battery Is near full charge or In good condition. start if ITT exceeds 1090°C or is rapidlr approaching this limit.( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( ( /" \ "- ( ( ( ( ( Before engine starting with the airplane battery. it is essential before the . the operator must monitor In during each engine start to guard against a "hot" start. Do not continue start. Usually.. A "hot" start is caused by excessive fuel flow at normal revolutions per minute or normal fuel flow with insufficient revolutions per minute. The latter is usually the problem which is caused by attempting a start with a partially discharged or weak batte~. Rapid acceleration through 35% Ng suggests a start on the secondary nozzles." . ~~. If a cold engine does not quite idle at 52%. 7 September 2001 For Training Purposes Only 4-35 . "hot" starts are not a problemi the normal starting procedures are followed. Recharge ttie battery or use an auxiliary power unit before attempting another start.~ .

Fuel Shutoff -. 10. • Should a fire persist.OPEN (push in).OFF. ( ( . 8. gas generator turbine. Starter Switch -. ( ( A CAUTION • Do not exceed the starting cycle limitations. Starter Switch -. Fuel Boost Switch -. Air passing through the engine serves to purge fuel. vapor. or fire from the combustion section.CLOSED (pull out). power turbine. 7. or if there is evidence of a fire within the engine.ON (to provide lubrication for the engine-driven fuel pump elements) or OFF (if a fire is suspected) . Battery Switch -. ( ( 4-36 For Training Purposes Only 1 April 1998 .OFF.MOTOR. as indicated by sustained ITT. Fuel Condition Lever -. 4. 5.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ENGINE CLEARING PROCEDURES (DRY MOTORING RUN) The following procedure is used to clear an engine at any time when it is deemed necessary to remove internally trapped fuel and vapor. 2. ( ( ( ( 1. 6. 9. refer to Section 2.NORM. 3. ( ( ( ( ( Allow the required cooling period for the starter before any further starting operation is attempted. and exhaust system.ON (to supply current for the starter motor). Fuel Shutoff -. close the fuel shutoff valve and continue motoring the engine. Battery Switch -.OFF.CUTOFF. Fuel Boost Switch -. Ignition Switch -.

( ( ( I ( ( ( ( ( ( ( r--~" Refer to Section 7. rain. Airstarts). This results in more efficient engine operation and higher critical altitude for a particular power setting. With the switch in this position. When near fuel exhaustion as indicated by RESERVOIR FUEL LOW annunciator ON. Refer to the charts in Section 5 for performance changes associated with the inertial separator in the BYPASS mode. Operation ori water or slush covered runways. "~.( ( CESSNA MODEL 208 (675 SHP) ( _ SECTION 4 NORMAL PROCEDURES ( ( ENGINE IGNITION PROCEDURES ( ( r-. 5. ignition is on only when the starter switch is in the START position. Icing). The BYPASS mode may also be used for ground operations or takeoffs· with dusty. During inadvertent icing encounters until the inertial separator has been in BYPASS for 5 minutes (refer to Section 3. The inertial separator control should be moved to the BYPASS position prior to running the engine during ground or flight operation in visible moisture (clouds. ( ( ENGINE INERTIAL SEPARATOR PROCEDURES An inertial separator system is built into the engine air inlet duct to prevent ice buildups on the compressor inlet screen. of foreign particles into the compressor. 4. the ignition switch should be turned ON to provide continuous ignition under the following conditions: 1. 13 October 1999 For Tr~ining Purposes Only 4-37 ( ( ( ( ( ( t -·. Ignition System for -further details regarding the ignition system. Emergency engine starts without starter assist (refer to Section 3. However.~ For most . NOTE The use of ignition for extended periods of time will reduce ignition system component life. The NORMAL mode is used for all other operating conditions. since it provides a substantial inlet ram recovery. the ignition sWitch is left in the NORM position (aft).:. 2. "-·1 ( ( .operations. Flight in heavy precipitation. 3.- ( ( . snow or ice crystals) with an OAT of 4°C or less. sandy field conditions to minimize ingestion.

especially on unprepared surfaces. ( .( ( ( ( ( ( 14-38 . For Training Purposes Only 13 October 1999 . NOTE During low-speed taxi with a strong tailwind. or when stopped with a strong tailwind. With the power lever moved to this position in the BETA range. Air Induction System for further details regarding the inertial separator. do not leave the power lever in the BETA range for extended periods (greater than 30 seconds) when parked with a right crosswind. a moderate vibration may occur as a result of reverse airflow through the propeller disk with the blades at a positive pitch angle. • To minimize cargo pod temperatures and avoid damage to the pod surfaces. A leaf spring is installed in the control quadrant which the power lever contacts and provides the pilot with a noticeable "feel". the propeller is near zero thrust in a static. Besides acting as a zero thrust reference during taxi.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( Refer to Section 7. this power lever position (lever against spring) is used after landing to minimize brake weaL Further aft movement of the power lever will result in increased engine power and reverse thrust from the propeller blades ~ ( ( ( ( ( ( ( A CAUTION • The use of reverse thrust should be minimized. ( ( TAXIING Power lever BETA range may be used during taxi to improve brake life. This vibration can be significantly reduced by placing the power lever in the BETA range. to protect the propeller. or it can be eliminated by turning the airplane into the wind. 52% idle condition. Refer to Figure 4-2 for additional taxiing instructions.

( ( ( ( ( ( ( ( ( ( (') ( ( ( ( ( CODE WIND DIRECTION NOTE: Strong quartering tail winds require caution. Use the steerable nose wheel and rudder to maintain direction . Taxiing Diagram 1 April 1998 For Training Purposes Only 4-39 .--- ( ( ~.CESSNA MODEL 208 (675 SHP) ( SECTION 4 NORMAL PROCEDURES ( ( ( . ( 26B5X1053 Figure 4-2. Avoid excessive use of power and sharp braking when the airplane is in this attitude.

If In flight. Standby Power. .G. When checking the inertial separator with engine power set at 400 foot-pounds. limit. limit or aft C. and Known Icing Systems. will provide comfortable control wheel forces during takeoff and initial climb out.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( BEFORE TAKEOFF The fuel tank selectors are normally both ON for takeoff and all flight operations. Prior to takeoff. Autopilot. However. elevator trim settings towards the nose up and nose down ends of this takeoff range. it is typical to see an approximate 25 foot-pound drop in torque when the T"handle is pulled to the BYPASS position. or.G. • To obtain accurate fuel quantity indicator readings. ( A WARNING • Do not exceed 200 pounds fuel imbalance in flight. one side may be turned OFF as required to balance the fuel load.conditions during static check. ( ( A neutral index mark is added to the pedestal cover which corresponds to the zero degree trim tab position. As loadings vary towards the forward C. This · torque drop will vary some with wind . The higher gas generator idle speed for flight provides faster engine acceleration when adding power (from an idle condition) on approach or for a balked landing go-around. Refer to Systems Checks (at end of Checklist Procedures in this section) for procedures to use when checking the Overspeed Governor. verify the airplane is parked in a laterally level condition. the fuel condition lever is moved forward to the HIGH IDLE position (approximately 65% Ng ) and left in this position until after landing. . ( ( ( 4-40 For Training Purposes Only 1 April 1998 . respectively.. make sure the airplane Is in a coordinated and stabilized condition (ball of turn-and-bank indicator centered)..

NOTE ( ( ( ( ( ( As airspeed increases during takeoff. Takeoff performance data is shown in Section 5 based on this speed and configuration . as well as a reduction in ground roll and total distance over an obstacle compared to takeoff with flaps up. an increase in torque at a fixed power lever position is normal and need not be reduced provided torque limit (1865 foot-pounds) is not exceeded. WING FLAP SETTINGS ( ( ( ( ( ( For normal takeoffs. 10° flaps is preferred since it results in easier nose wheel liftoff and lower initial climb attitude.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( ( ( TAKEOFF POWER SETTING ( ( ( ( Refer to the Takeoff Torque figure in Section 5 to determine the torque corresponding to the surface altitude and OAT conditions. ( ( ( SHORT FIELD TAKEOFF If an obstruction dictates the use of a steep climb angle after liftoff. accelerate to and climb out at an obstacle clearance speed of 82 KIAS with 20° flaps. This torque should be obtainable without exceeding 805°C ITT or 101. resulting in a shorter ground roll and total distance over the obstacle. For short field takeoffs.6% Ng • Takeoff roll power lever brakes and torque (from is most smoothly initiated by gradually advancing the until propeller RPM nears 1900. ( 1 April 1998 4-41 For Training Purposes Only . Smoothly release the continue advancing the power lever until the takeoff Section 5) is reached. use of 20° flaps is recommended since it will allow the safe use of slower speeds'. Flap settings greater than 20° are not approved for takeoff. or takeoffs from soft or rough fields.

maximum climb power is maintained during the climb to cruise altitude. Minimum ground roll takeoffs are accomplished using 20° flaps by lifting the nose wheel off the ground as soon as practical and leaving the ground in a slightly tail-low attitude. make a coordinated turn into the wind to correct for drift. the airplane should be leveled off immediately to accelerate to a safe climb speed. maximum climb ITT of 765°C. a rotation speed of 89 KIAS with 00 flaps is required. . ( ( ( ENROUTE CLIMB Normally. the flaps may be retracted slowly as the airplane accelerates to the normal climb out speed. ( 4-42 For Training Purposes Only 1 April 1998 . TYPE II OR TYPE IV Anti-Ice FLUID TAKEOFF ( ( ( When Type II or Type IV fluid is applied to the airplane. CROSSWIND TAKEOFF ( Takeoffs into strong crosswinds normally are performed with 10° flaps. which is' required for· the Type liar Type IV fluid to be effective. NOTE ( ( ( ( Engine operations which exceed 740°C In may reduce engine life. Use of 0° flaps allows the airplane to accelerate to a higher rotation speed without any liftoff tendencies. With the ailerons partially deflected into the wind. However. Adjust the power lever as required to prevent exceeding 1865 foot-pounds torque. whichever occurs first. and reaching a safe altitude. and then pulled off abruptly to prevent possible settling back to the runway while drifting. Takeoff performance data shown in Section 5 is based on this speed and configuration.6%.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) After clearing the obstacle. When clear of the ground. or maximum climb Ng of 101. the airplane is accelerated t9 a speed higher than normal.

000 feet. MAX RPM 1900 1800 1700 1600 TORQUE 1865 1970 1970 1970 If an obstruction dictates the use of a steep climb angle. or maximum Ng of 101. the best rate-of-climb speed should be used with 1900 RPM and maximum climb power.000 feet. ( ( NOTE ( ( ( Engine operations which exceed 740°C ITT may reduce engine life. ( therefore.000 feet to 91 KIAS at 20. This speed is 107 KIAS at sea level to 101 KIAS at 10. the ITT and Ng will increase until an altitude is reached where ITT or Ng will dictate power lever positioning. Adjust the power lever (in accordance with the following table) to prevent exceeding maximum torque for the corresponding RPM. a cruise climb speed of 115125 KIAS may be desirable at altitudes up to approximately 12. climb with flaps retracted and maximum continuous power at 86 KIAS.6%. advance power lever slowly to allow the current lIT to be indicated. For improved visibility over the nose. . for improved passenger comfort. ( The rate of power (and temperature) increase of the engine is greater than the response rate of the ITT indicating system. a rapid power lever advance could allow an overtemperature condition to exist momentarily in the engine before the ( over-temperature would be indicated.( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES At lower altitudes and cool outside air temperatu res (below approximately 10. whichever occurs first. Also. As the climb progresses and \. the engine will reach the torque limit ( l~. maximum climb ITT of 765°C. When operating near the lIT limit. propeller R PM may be reduced to 1600.000 feet). if desired. ( ( ( ( ( ( For maximum performance climb. 1 April 1998 For Training Purposes Only 4-43 . the torque is maintained by power lever advancement..' : before reaching the ITT or N g limit.

Charts are provided in Section 5 to assist in selecting an efficient altitude based on available winds aloft information for a given trip. ensure that the additional anti-icing systems (stall vane and inertial separator) are ON and in the BYPASS mode before encountering visible moisture below approximately 4°C (40°F). In addition. Normally. and Ng cruise ! ( ( limits) . PitoUstatic heat should be ON anytime the OAT is below 4DC ( (40DF). a new engine will exhibit an ITT below 740 D when set to the maximum C ( cruise torque. ( ( ( ( 4-44 For Training Purposes Only 1 April 1998 . ( the maximum cruise power (observe ITT.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) CRUISE ( Normal cruising is performed using any desired power setting up to . 1f icing conditions are encountered. Windshield and propeller Anti-ice systems should be turned on also. the beneficial ·effect of lower cruise power on nautical miles per pound at a given altitude can be observed.. . The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption. torque. The Cruise Performance Table. Figure 4-3.. illustrates the advantage of higher altitude on both true airspeed and nautical miles per pound of fuel. Do not exceed the maximum cruise torque shown in Section 5 for the particular altitude and temperature.

000 10.000 KTAS 186 186 182 174 NMPP 0.000 15.000 10.47 0.63 Maximu m Range Power KTAS 157 156 160 158 NMPP 0.61 0.000 20.49 0.000 20.53 0.56 0.56 0.( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( CRUISE PERFORMANCE TABLE PARAMETERS : ( ( ( Standard Conditions 1900 RPM Zero Wind Maximum Cruise Power ALTITUDE (in Feet) 5.53 0.47 0.66 ( ( ( ( ( ( ( ( (WITHOUT CARGO POD) ( ( ( ( ( Maximum Cruise Power ALTITUDE (in Feet) 5.42 0.000 15.000 KTAS 178 177 173 165 NMPP 0.49 0.60 Maximum Range Power KTAS 151 150 150 153 NMPP 0.58 0.44 0.62 ( ( ( ( ( ( (WITH CARGO POD) ( 1 April 1998 Fnr Trllinino PnrnO!iie!ii Onlv .

000 feet. With one fuel tank selector OFF and fuel remaining in the tank being used less than approximately 25 gallons. Supplemental oxygen should be used by all occupants when cruising above 12. It is often advisable to use oxygen at altitudes lower than 12. if practical. Even for those airplanes equipped with the "Flight Into ' Known Icing" option. ( ( ( ( ( ( ( ( ( ( ( ( ( A WARNING Ignition should be turned ON when flying In heavy precipitation. this will increase airplane weight and drag and decrease airspeed and general airplane performance. accumulation of some airframe ice is unavoidable. or periods of phYSiological or emotional disturbances. Normally. ( ( ( ( ( A CAUTION Prolonged zero or negative "G" maneuvers will starve the engine aU pump and result In engine ( damage. icing conditions should be avoided. the FUEL SELECT OFF annunciator will illuminate and a warning horn will be activated.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( These systems are designed to prevent ice formation. " necessitate the use of oxygen at less than 10. Fuel unbalance should be monitored to assure it does not exceed 200 pounds. both fuel tank selectors are left ON and fuel feeds approximately equal from each tank. rather than removing it after it has formed. fatigue. It is always wise to avoid icing conditions . If fuel unbalance approaching 200 pounds does occur. the habitual and excessive use of tobacco or alcohol will usually . Refer to Engine Ignition Procedures in this section for further information on use of ignition.500 feet.1 April 1998 . Also. For those airplanes without the "Flight Into Known Icing" equipment. ( ( ( ( ( ( ( 4-46 For Training Purposes Only .500 feet under conditions of night flying. the fuel tank selector for the tank with less fuel should be turned OFF until the tanks become balanced.

500 feet as specified by FAR Part 91. ( ( ( ( ( LANDING NORMAL LANDING Normal landing approaches can be made with power-on or idle power with any flap setting desired. For a given flap setting. grease. 1 April 1998 4-47 For Traininl! Purooses Onlv . A WARNING ( ( ( • Operation up to the maximum allowable operating altitude is predicated on the availability and use of supplemental oxygen above 12. Oil. and other fatty materials constitute a serious fire hazard whim in contact with oxygen.. NOTE Practice of stalls should be done conservatively and with sufficient altitude for a safe recovery. surface winds and turbulence are usually the primary factors in determining the most comfortable approach speed.G. STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. • Permit no smoking when using oxygen. Idle-power stall speeds at maximum weight for both forward and aft ( ( ( ( ( ( ( ( ( C. lip balm. Use of flaps down is normally preferred to minimize touchdown speed and subsequent need for braking. ( ( (.>.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( ( ( -. Be sure hands and clothing are oil·free before handling oxygen equipment. soap. lipstick. are presented in Section 5.211.: \.

reposition the power lever against the spring in the BETA range. After all approach obstacles are cleared. and apply heavy braking as required. SHORT FIELD LANDING ( ( ( ( For short field landings. lower the nose gear. ( ( ( . Generally.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( Actual touchdown should be made with idle power and on . Landings on rough or soft fields are accomplished in a similar manner except that the nose wheel is lowered to the runway at a lower speed to prevent excessive nose gear loads. make a power approach at ·78 KIAS with the propeller control lever at MAX (full forward) and with full flaps. it Is possible to slide the tires with only moderate pressure on the brake pedals. Maintain 78 KIAS approach speed by lowering the nose of the airplane.the main wheels first. Immediatelyatter touchdown. and brakes applied as required. For maximum brake effectiveness after all three wheels are on the ground. and on the main wheels first. Touchdown should be made with the power lever at IDLE. just slightly above stall speed. The nose wheel is then gently lowered to the runway. This will reduce cabin and exterior noise levels as well as reduce braking requirements when the power lever is positioned ahead of the REVERSE range. reduce power to idle. to reduce brake wear. hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. runway. the power lever can be moved aft of the IDLE gate until it contacts a spring in the control quadrant without substantial propeller erosion from loose debris on the runway or taxiway. When clear of the . NOTE ( ( The use of BETA range after touchdown is recommended .( 4-48 For Training Purposes Only 1 April 1998 . reposition the fuel condition lever from HIGH IDLE to LOW · IDLE. the power lever repositioned to the BETA range. ( ( ( A CAUTION When the small high-pressure tires are Installed and when flying at light weights. Care must be exercised to prevent overbraklng.

the wing flaps should be retracted. The covers may be installed after the engine has cooled down (ITT indicator showing "off scale" temperature). ( ( ( ( ( ( ( ( ( ( ( ( ( ( AFTER ·SHUTDOWN If dusty conditions exist or if the last flight of the day has been completed. install engine . A flap setting between 10° and 30° is recommended. and occasional braking if necessary. Use a minimum flap setting for the field length. CROSSWIND LANDING For crosswind approaches. Bringing the propeller out of reverse before decelerating through approximately 25 knots will minimize propeller erosion. After all obstacles are cleared and a safe altitude and airspeed are obtained. reverse thrust should be used only when necessary to shorten the ground roll. the wing flap setting should be reduced to 20° after takeoff power is applied. lower the nose wheel and maintain control.~/ 7 September 2001 For Trainine Purposes Only 4-49 . BALKED LANDING In a balked landing (go-around) climb. crab or combination method may be used. ( ( A CAUTION To minimize propeller blade erosion or possible propeller blade damage. either the wing-low. inlet covers to protect the engine from debris. After touchdown. Secure the propeller to prevent windmilling since no oil pressure is available for engine lubrication when the engine is not running. ( ( ( ( ( (~. A straight course is maintained with the steerable nose wheel. ailerons.( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( The landing performance in Section 5 is based on the above procedure. A reduction in ground roll of approximately 10% will I result from the use of reverse thrust (power lever full aft to provide increased power from the gas generator and a reverse thrust propeller blade angle) .

or priar ta any flight in cald temperatures. Proper preflight draining .fact. The use of an engine and the the oil trapped temperatures. control surfaces must be free of any internal accumulations of ice or snow. Pre-heat will lower the viscosity of ~ in the oil coaler. Refer ta Section 8 for informatianan the proper use of additives. prior to starting iii extremely cald ' .or snaw must be removed. Assure that oil temperature is in the green arc (1 aoc to 99°C) priar to takeoff. prevent takeoff in many instances.of an additive is required far Anti-ice pratectian.of frost. tail and all control surfaces to assure satisfactory flight perfarmance and handling. ( ( ( ( ( ( ( ' '-:::'::.- ( 4-50 1 April 1998 ForTraining Purposes Only . Even small accumulations . ( ( ( ( ( ( ( ( ( Use . particularly from wing. .SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( COLD WEATHER OPERATION Special cansideratian. Operating the elevatar and aileron trim tabs through their full travel in both directians will assure smaoth operation by reducing any stiffness in these systems caused by the cold weather effects on system lubrication. .of an APU is recommended when ambient temperatures are belaw OaF (-18°C). in . allowance must be made far takeoff distances which will be increasingly extended as the snow or slush depth increases. shauld be given ta the aperatian of the " airplane fuel system during the winter seasan .of the fuel system is especially impartant and will eliminate any free water accumulatian. The use . The depth and consistency of this cover can. Also. external pre-heater reduces wear and abuse to the electrical system. . Cold weather often causes conditions which require special care priar to flight. If snow or slush covers the takeoff surface. ice.

climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. This characteristic is not detrimental to the engine and can be eliminated completely by turning on cabin bleed heat to at least the one-half setting. even though flight at a lower level may be consistent with the provisions of government regulations. by application of the following suggested procedures. recreational and park areas. and thereby tend to build public support for aviation: 1.1 \ " ( ( At altitudes above 20. This situation may be resolved by reducing the engine power to a point where the "popping" discontinues. weather permitting. ( ( ( ( ( 2.000 feet. Pilots operating aircraft under VFR over outdoor assemblies of persons. and other noisesensitive areas should make every effort to fly not less than 2000 feet above the surface. The use of cabin bleed heat may also help eliminate engine compressor stalls if this situation is encountered.CESSNA MODEL 208 (675SHP) SECTION 4 NORMAL PROCEDURES HIGH ALTITUDE OPERATION ( ( /-. a compressor surge may be experienced if engine power is very rapidly re-applied immediately after a power reduction. and slowly advancing the throttle to the necessary setting for continued flight. We. can demonstrate our concern for environmental improvement. 29 September 1998 For Training Purposes Only 4-511 . ( ( ( ( ( ( ( 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 airplane noise on the public. During departure from or approach to an airport. as pilots. ( ( ENGINE COMPRESSOR STALLS An engine compressor stall may be noted by a single or multiple loud "popping" noise from the engine compartment.

in the pilot's judgment.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions. These measurements were obtained using a takeoff profile. No determination has been made by the IFederal Aviation Administration that the nOise levels of this airplane are or should be acceptable or unacceptable for operation at. any airport. or out of. into. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( \. an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. or where.0 d8(A). The certificated noise level for the Model 208 at 8000 pounds Imaximum weight is 79. 4·52 For Training Purposes Only 15 November 2000 .

Sample Problem . ... 5-10 Takeoff Distance . .. . . ..... Fuel... ... Fuel. ...... ...... . Airspeed Calibration . ....Flaps Up ..... Figure 5-3 Pressure Conversion ... ...... Figure 5·6 Figure 5-7 Wind Components ................. Landing .. ....Flaps Up . .... . .. ..... .Inches of Mercury to Millibars . .. . Stall Speeds .. Rate Of Climb .... ....... . . ... Cruise ...Flaps Up .. . ... ..... .. Figure 5-1 Airspeed Calibration .......Normal Static Source . Figure 5-4 Temperature Conversion Chart . ......... ...... .. ... .Alternate Static Source .... . .... ... . .' . " ..... 5-23 5-24 5-25 5-261 5-27 5-28 5-29 5-30 Revision 6 For Traininl! Purposes Only 5·1 .... . 5-21 5-22 ( ( ( ~ (0..... Cruise Climb ........... ... ...) Rate Of Climb .............. .... .... ... .... Maximum Climb Gradient . . ... . . .. .. Use of Performance Charts .. ... . ... ...... .. ... Climb Gradient ......... .120 KIAS .. Engine Torque For Takeoff ...... Takeoff .. ISA Conversion And Operating Figure 5-5 Temperature Limits ..... ......Takeoff Flap Setting Maximum Rate Of Climb .... .. ... ..... ..... .......... ..Flaps Up .....Takeoff Flap Setting ..... .... . ... .. ....Alternate Static Source Figure 5-2 Altimeter Correction .. ... '.120 KIAS ....... ........... And Distance To Climb -Maximum Rate Of Climb ............. ... ... ... . .... Fuel Required . . .. ...Balked Landing Time. ... .. Figure 5-8 Page ( ( ( ( ( ( ( ( ( ( 5-5 5-6 5-6 5-7 5-8 5-8 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 ( ( ( ( ( ( AIRPLANES WITHOUT CARGO POD Figure Figure Figure Figure .Short Field ... ..... ....( ( ( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( ( ( ( ( SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . .. ...... ..... Figure Figure Figure Figure Figure 5-9 5-11 5-12 5-13 5-14 5-15 5-16 5-17 Takeoff Distance . . . .. ...... Figure 5-18 Time........ Distance To Climb -Cruise Climb ....... ..................

Cruise Performance . .. ... . ... • .. Figure 5-24 Time.. Cruise Performance . .24. Figure 5~21 Fuel and Time Required . ... ... .18.Short Field ... ...14. Figure 5-22 R~nge Profile .. ..... . .. ..... . .. .. .... Cruise Performance . .. . .. .. . . .. .( ( ( ( ( AIRPLANES WITH CARGO POD INSTALLED Figure 5-26 Figure 5-27 Figure 5-28 Figure 5-29 Figure 5-30 Figure 5-31 Figure 5-32 Figure 5-33 Figure 5-34 Takeoff Distance. ...22~000 Feet ... ..120 KIAS . ... .. .... .. ...Maximum Range Power .... ... Cruise Performance ..Flaps Up .Balked Landing Time.. .000 Feet . Cruise Climb ... . .. .. Figure 5-35 Time. .. Cruise Performance . Distance To Climb .. Figure 5-23 Endurance Profile . ... . . . .. . .... ...000 Feet . ... .. Takeoff Distance .. .. .8000 Feet . Cruise Performance . ..... ..... ... ... .2000 Feet .. . . .... .7300/6800 Lbs . . Cruise Performance .. .. .Flaps UP ..... ......... . Fuel.. ....12.Maximum Cruise Power . ..10. ...Notes . Figure 5-25 Landing Distance ... ... Figure 5-20 Fuel And Time Required ..... ... . Rate Of Climb .16..... . ..120KIAS 5-53 5-54 5-55 5-56 5-57 5-58 5-59 5-60 5-61 5-62 "" ( .... ..' 5-2 1 April 1998 For Training Purposes Only . .. . . And Distance To Descend . Landing Distance . .... Ma~lmulT! Climb Gradient ..... . . . .... .. ..Faps Up ..000 Feet .... .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) ( TABLE OF CONTENTS (Continued) Page Figure 5-19 ... . . ...Takeoff FlapSetting .... .. . Rate Of Climb .. . .. . ....000 Feet .. .000 Feet . . . .20. . Fuel.. .. Cruise Performance . ... . .. . . Cruise Performance ... . CrUise Climb . . . .000 Feet . . .. . .. . .. . .. .. .. .Takeoff Flap Setting . . .. . Max!mum R~te Of CIi'!1b ..... .. . . . . Cruise Performance . .... ... . . .6000 Feet ... ..... . ... .. . .. . . .. .. . 5-31 5-32 5-33 5-34 5-35 5-36 5-37 5-38 5-39 5-40 5-41 5-42 5-43 5-44 5-46 ' 5-48 : 5-49 5-50 5-51 5-52 ( ( ( ( ( ( ( . .. . . . Distance To ClimbMaximum Rate Of Climb .. . . . .4000 Feet . .. Cruise Performance ... Fuel..... . . . . Climb Gradient ... . . . . . . ......7800 Lbs ..Flaps Up . ... . Cruise Performance . . ...000 Feet . ..... .. . . Cruise Performance .. .. .

. . . . . " Figure 5-42 Landing Distance ... And Distance To Descend .... .. _ . . .. . .... ... .. . . . . .2000 Feet .. . ..Maximum Cruise Power ....4000 Feet .. . .8000 Feet .. ....... ..24.. . .( I ( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( ( ( TAB LE OF CONTENTS (Continued) Page c" ( ( { ( ( ( ( ( ( ( ( r' \.. .. Landing Distance .. ....... Cruise Performance . .... ..000 Feet .... . .. . . .000 Feet ... Cruise Performance . .6000 Feet .. ... .69 5-70 5-71 5-72 5-73 5-74 5-75 5-76 5-78 5-80 5-81 5-82 5-83 5-84 ..16. Cruise Performance ... .18. . . _ .. ..000 Feet .. ...... . ... .12. . ... Cruise Performance .. Cruise Performance ........ Cruise Performance . . . .. . . .. .. .14... .. . . . .. . Figure 5-38 Fuel and Time Required .7800 Lbs . ..Notes . ... . .000 Feet . . . ( ( Figure 5-36 Cruise Performance . . ... Fuel... .. .. Cruise Performance . Cruise Performance ...... .000 Feet .. . . .. ...22... . Figure 5-40 Endurance Profile . Figure 5-37 Fuel And Time Required .. .. . .. . . ... . .... . . .. . .000 Feet . ... . . ... ... ....... . Cruise Performance . . .Maximum Range Power .... .. .. .. .10. ... .. ... . . .. Cruise Performance . . Cruise Performance ... " 5-63 5-64 5-65 5-66 5-67 5-68 5. .. .000 Feet .000 Feet . . .. Cruise Performance . ( ( ( 1 April 1998 For Traininl! Purposes Only 5-3/5-4 . ... .. Figure 5-41 Time. .. . . Figure 5-39 Range Profile . . .. . . . . . ..20..... .. . . . . . . . .... ..... .7300/6800 Lbs .

( ( ( ( ( ( ( ( ( For Training Purposes Only .

depending upon how much power can be recovered after the separator vanes have been extended. the airplane and engine must be maintained . ( ( I r 1 April 199a For Training Purposes Only 5-5 . to facilitate the planning of flights in detail and with reasonable accuracy.. Some indeterminate variables such as engine and propeller condition. and also.. This data has been included to aid in interpolation. . WARNING To ensure 'that performance In this section can be duplicated. ( ( ( ( ( ( A. the effect of the inertial separator will be less. Notes have been provided on various graphs and ' tables to approximate performance with the inertial separator in BYPASS and/or cabin heat on~ The effect will vary. performance charts in this section include data for temperatures which are outside of the operating limits (Figure 5-5). depending upon airspeed.. temperature.and air turbulence may account for varrations of 10 or more in range and endurance. - ( It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified cruise power and altitude. The data in the charts has been computed from actual flight tests using average piloting techniques and an airplane and engine in good condition . in good condition. Therefore.( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions. In some cases. it is important to utilize all available information to estimate the fuel required for the particular flight. ( ( ( ( ( ( ( ( (' ~ -. Pilot proficiency and proper preflight planning using data necessary for all flight phases Is also required to assure expected performance with ample margins of safety. and altitude At lower altitudes. where operation on the torque limit is possible.~ .

SAMPLE PROBLEM The following sampfe flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight of an airplane not equipped with a cargo pod. A similar calculation can be made for an airplane ' with a cargo pod using charts identified as appropriate for this configuration. The following information is known: AIRPLANE CONFIGURATION (WITHOUT CARGO POD) Takeoff weight: Usable fuel: TAKEOFF CONDITIONS Field pressure altitude: Temperature: Wind component: Field length: CRUISE CONDITIONS Total distance: Pressure altitude: Temperature: Expected wind enroute: LANDING CONDITIONS Field pressure altitude: Tem~erature : ( ( ( 7850 Pounds 2224 Pounds ' ( ( 3500 Feet 16°C (standard + 8°C) 12 Knot Headwind 4000 Feet ( ( ( ( 650 Nautical Miles 11 .500 Feet . Sufficiently detailed ' information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. 8°C 10 Knot Headwind ( ( ( Fiel length: 1500 Feet 25°C 3000 Feet 5-6 For Training Purposes Only 1 April 1998 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to ' illustrate the effect of different variables.

should be consulted for takeoff power setting.( ( ( ( CESSNA MODEL 208 TAKEOFF (675 SHP) PERFORMANCE SECTION 5 ( c( ( ( ( ( The Takeoff Distance chart. pressure altitude of 4000 feet and a temperature of 20°C should be used and results in the following: Ground roll: Total distance to clear a 50-foot obstacle: 1530 Feet 2655 Feet ( ( ( ( ( These distances are well within the available takeoff field length. altitude and temperature. Conservative distances can be established by reading the chart at the next higher value of weight. the takeoff distance information presented for a weight of 8000 pounds. keeping in mind that the . Figure 5-9. the power setting is: Takeoff torque : 1865 Ft-Lbs 7 September 2001 For Training Purposes Only 5-7 . a correction for the effect of wind may be made based on Note 2 of the takeoff chart. The correction fora 12 knot headwind is: 12 Knots 11 Knots X 10% = 11 % Decrease ( ( ( ( ( This results in the following distances. For example. Figure 5-8. should be consulted. However. corrected for wind: Ground roll. zero wind: Decrease in total distance (2655 feet X 11 %): Corrected total distance to clear a 50-foot obstacle: 1530 Feet 168 Feet 1362 Feet 2655 Feet 292 Feet 2363 Feet ( ( I ( ( ( ( I ( ( (~!' ( The Engine Torque For Takeoff chart. distances shown are based on the short field technique . For the above ambient conditions. zero wind: Decrease in ground roll (1530 feet X 11%): Corrected ground roll: Total distance to clear a 50-foot obstacle. in this particular sample problem.

the Range Profile chart presented in Figure 5-22.( ( 5-8 For Training Purposes Only 1 April 1998 . but the use of Figures 5-20 and 5-21 will provide the desired information for most flight planning purposes. The difference between the values shown in the table for 4000 feet and 12. !. These values most nearly correspond to the planned altitude and expected temperature conditions. For this sample problem. and the airplane's performance. However. A cruising . at maximum range power. altitude and the expected wind enroute have been given for this sample problem. The longer detailed method will be used for this sample problem. maximum cruise power and 1900 RPM will be used. winds aloft. 5-19 and 5-24 or in Figures 5-. Figure 5-22.000 feet results in the following: Time : Fuel: Distance : 10 60 20 Minutes Pounds Nautical Miles . Assuming a maximum climb. shows range at maximum cruise power and also . the power setting selection for cruise must be determined based on several considerations. The torque setting for maximum cruise power is 1291 FtLbs torque at 1900 RPM which results in the following: . Figure 5-18 may be used to determine the time. the Fuel And Time Required charts presented in Figures 5-20 and 5-21. The Range Profile chart. and the Endurance Profile chart presented in Figure 5-23.000 feet pressure altitude is entered using 10°C temperature.20 and 5-21 . The Cruise Performance chart for 12. These include the cruise performance characteristics presented in Figure 5-19.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CRUISE The cruising altitude should be selected based on a consideration of trip length. fuel and distance to climb by reading values for a weight of 8000 pounds and a temperature 20°C above standard. True airspeed: Cruise fuel flow: FUEL REQUIRED ( ( 173 Knots 306 PPH The total fuel requirement for the flight may be estimated using the performance information in Figures 5-18.

( ( ( CESSNA MODEL 20a (675 SHP) SECTION 5 PERFORMANCE ( ( Similarly.000 feet to sea level results in the following: Time Fuel Distance 15 Minutes ( ( ( ( ( 65 Pounds 43 Nautical Miles ( ( ( The distances shown on the climb and descent charts are for zero wind.m. the distance for descent may be corrected for the effect of wind and results in 40 nautical miles The cruise distance is then determined by subtracting the distance during climb and distance during descent. Figure 5-24 shows that a descent from 12. A correction for the effect of wind may be made as follows: Distance during climb with no wind Decrease in distance due to wind (10/60 X 10 knot headwind) Corrected distance to climb: 20 02 18 n. Total distance Distance during climb and descent Cruise distance 650 ( ( ( -58 592 Nautical Miles ( ( ( ( ( ( ( (.» 1 April 199a ( ( For Traininl! Purposes Only . ( ( ( ( ( ( Similarly.

6 Hours The fuel .required for cruise is: 3.6 hours X 306 pounds/hour = 1102 Pounds ( ( A 45-minute reserve requires: 45 60 X 306 pounds/hour = 230 Pounds The total estimated fuel required is as follows: Engine start. ( ( 5-10 For Training Purposes Only 1 Apri11998 . ground speed checks will provide ' a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. and takeoff Climb Cruise Descent Reserve Total fuel required (pounds) 35 60 1102 65 230 1492 ( ( Once the flight is underway. the time required for the cruise portion of the trip is: 590 Nautical Miles 163 Knots = 3.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) ( ( With an expected 10 knot headwind. taxi. the ground speed for cruise is predicted to be: 173 ( :1Q 163 Knots Therefore.

•.I. and descent Landing weight 7850 1262 6588 Pounds ( ( . ~~. -'. Ground roll 700 Feet 1585 Feet ( ( ( -': ":"-.-' Total distance to clear a 50-foot obstacle . 1 April 1998 For Training Purposes Only 5-11 . " CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. ( ( ( ( ( ( ( ( ( C" . '~ . The landing distances for a weight of 6800 pounds and corresponding to 2000 feet pressure altitude and a temperature of 30°C should be used and are as follows: . cruise. The estimated landing weight is as follows : Takeoff weight Fuel required for climb.> '. ( ( ( ( ( ( ( ( ( Figure 5-25 presents landing distance information for the short field technique. ( ( A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff...( ( ( ( (~ .'~ ' ( .

NOT.E Where airspeed values have been replaced by dashes. ( ( 10° KIAS 75 KCAS 75 FLAPS ( 80 79 100 98 120 118 140 139 160 160 175 175 ( 20° KIAS 65 KCAS 66 FLAPS 70 70 80 79 90 89 100 99 110 109 130 129 150 150 ( ( 30° KIAS 65 KCAS 65 ( 70 69 80 79 90 89 100 99 110 110 125 125 --- -. Airspeed Calibration (Sheet 1 of 2) 5-12 1 April 1998 For Training Purpos~s Only . ( . the airspeed would be either below stall speed at maximum weight or above the maximum approved operating limit speed for the condition.-.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) AIRSPEED CALIBRATION NORMAL STATIC SOURCE CONDITIONS: 8000 Pounds Power required for level flight or maximum rated RPM dive.- Figure 5-1. FLAPS UP KIAS KCAS FLAPS ----- 80 79 100 98 120 118 140 139 160 175 160 . 175 --- .

-.:. - --175 180 150 154 125 128 FLAPS 10° NORMAlKIAS ALTERNATE KIAS ( ( ( FLAPS 20° NORMALKIAS ALTERNATE KIAS FLAPS 30° NORMAlKIAS ALTERNATE KIAS ( ( ( C. Airspeed Calibration (Sheet 2 of 2) 1 April 1998 For Training Purposes Only 5-13 ... -. .( ( ( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( AIRSPEED CALIBRATION ALTERNATE STATIC SOURCE ' ' (. 175 183 150 156 125 130 FLAPS 10° NORMALKIAS ALTERNATE KIAS ( ( ( FLAPS 20° NORMALKIAS ALTERNATE KIAS ( ( ( FLAPS 30° NORMAlKIAS ALTERNATE KIAS ( ( ( FLAPS UP NORMAlKIAS ALTERNATE KIAS VENTS OPEN ( ( ( 80 75 70 69 60 58 60 60 100 95 80 78 70 69 70 69 120 117 100 100 80 79 80 80 140 139 120 121 100 100 90 91 160 161 140 143 120 122 100 102 175 177 160 164 140 144 110 113 . ( ( VENTS CLOSED FLAPS UP NORMAlKIAS ALTERNATE KIAS ( ( ( 80 80 70 73 60 61 60 63 100 101 80 81 70 71 70 71 120 123 100 10 80 82 80 82 140 144 120 124 100 103 90 93 160 166 140 146 120 125 100 104 175 183 160 167 140 146 110 115 .' Figure 5-1..

20. Add correction to desired aliilUde to obtain indicated altitude to fly.25 . - - - { Figure 5-2. FLAPS 100 Sea Level -25 . ION o BE AO[ ED . Altimeter Correction 1 April 1998 5-14 For Training Purposes Only .45 . Where altimeter correction values have been replaced bV dashes.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) ALTIMETER CORRECTION ALTERNATE STATIC SOURCE NOTES: 1. 20. the correction is unnecessary be!:ause of conditions in which airspeed is not -attainable in level flight. 2 . 30.000 Ft.000 Ft. FLAPS 300 Sea Level -5 15 20 a 10. FLAPS 100 Sea Level 10.000 Ft.000 Ft.000 Ft. VENTS -CLOSED CORRE CONDITION FLAPS UP Sea Level 10.000 Ft.000 Ft.000 Ft.25 -40 -55 10 10 25 30 120 -10 -15 -20 -30 30 40 40 50 14C 5 5 160 20 25 35 50 70 90 175 30 10. 5 5 5 20 30 - 110 150 - - - - VENTS OPEN CORRECTI IN CONDITION BE ADDEI -FEET KIAS 80 FLAPS UP Sea Level 90 -25 .000 Ft.25 -50 -75 -10 -15 5 10 5 10 50 65 BO 105 - 45 10.FEE KIAS 120 50 70 95 135 55 80 60 80 14 75 105 145 205 85 110 160 100 135 185 265 105 140 175 115 155 80 0 5 5 90 15 20 25 35 20 25 30 40 100 25 35 45 65 30 40 40 55 30. FLAPS 30° Sea Level 10.000 Ft.65 100 -20 .

. 00 30 . 50 31. 6 MILLIBARS .00 26. ( ( ( ( ( PRESSURE ..1000 .( ( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( PRESSURE CONVERSION ( ( ( ( 1050 1040 ( 1030 (J") ( ( ( a:: 1020 cC CD :::::i 1010 :r == I ( ( ( 1000 990 980 970 960 950 28. Pressure Conversion .00 UJ cr (J") (J") ::::> UJ a:: c.INCHES OF MERCURY ( ( ( ( EXAMPLE : PRESSURE . ( ( 5985T7002 ( ( Figure 5-3. 55 INCHES OF MERCURY .00 29 .29 . PRESSURE . 50 30 .Inches of Mercury to Millibars 1 April 1998 For Training Purposes Only 5-15 .50 29.

60 ex: a 0 W 0:: w U1 40 w 20 o -20 -4 0 -40 .CELSIUS 2685T1050 Figure 5-4.J.20 0 20 40 60 DEGREES .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) TEMPERATURE CONVERSION CHART 100 80 ~ w :r: z w 0:: :r: I. Temperature Conversion Chart 5-16 For Training Purposes Only 1 April 1998 ..

CAUTION Do not Operate In shaded area of chart. ( ( ( :J 0 UJ t:: 15 ~ ~ ( ( Ul Ul :J a:: UJ ~ 10 Il.CESSNA SECTION 5 MODEL 208 (675 SHP) ( PERFORMANCE ( /" - ISA CONVERSION AND OPERATING TEMPERATURE LIMITS f '( ( ( A. ( 5 0 -70 ·60 -50 -40 -30 -20 -10 0 10 20 30 40 OUTSIDE AIR TEMPERATURE _·c 2685T1010 Figure 5-5. ( ( 30 ( 25 ( ( ( Ii: g o . 20 . ISA Conversion and Operating Temperature Limits 1 April 1998 For Training Purposes Only 5-17 .

High Idle MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK FLAP SETTING 0° 63 60 56 50 75 66 62 61 30° 68 64 60 54 81 71 67 66 45° 75 71 67 59 89 78 74 73 60° KCAS KIAS KCAS KIAS KCAS KIAS KCAS KIAS UP 10° 20 30 0 89 85 79 71 106 93 88 86 MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK FLAP SETTING 0 0 300 KCAS 45 81 72 68 66 75 73 68 S9 0 60 0 89 80 75 73 89 86 81 71 106 95 89 86 UP 10 20 30° 0 KIAS KCAS KIAS 63 75 68 61 67 66 57 63 61 KIAS KCAS KIAS KCAS 50 61 54 NOTES: 1.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) STALL SPEEDS AT 8000 POUNDS Conditions: Power Lever . 2. Altitude loss during a stall recovery may be as much as 300 feet from awings-Ievel stall and even greater from a turning stall.Idle Fuel Condition Lever. Figure 5-6 _ Stall Speeds 5-18 For Training Purposes Only 1 April 1998 . KIAS values are approximate .

( a: ~ W ::::l :~-l-- ... ( IW ( ( 0 c. . " .J ~ Z Z 0: ~ .J ( ( . • .J .KNOTS 40 50 5584T7021 Figure 5-7.¥ ! ' : i ( -10 -'" ' ! 10 '1'<rJ ."'0 I· ..( ( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( WIND COMPONENTS NOTE: Maximum demonstrated crosswind velocity is 20 knots (not a limitation). i. >( ~ 30 ~.. ~O :~ ... 0 z '. ' .i' ( . Wind Components 1 April 1998 For Training Purposes Only 5-19 .•• 0 30 20 CROSSWIND COMPONENT .. ( ( ( ( o Z Z rn t~ .. .."'" ' [I i :._~ : i !' . 0 u 0 :E 10 ( ?.

W ith the inertial separator in BYPASS and takeoff power set below the torque limit (1865 Ft-lbs).10 0 10 20 30 40 OUTS IDE AIR TEMPERATURE .'C Figure 5-8.§ ~ ~ 1400 130~. 2..6 percent N g . /0 {.. / /0 C> I- C:l rY? ~ i::: " If . this power setting is time limited to 5 minutes. . 1. ( d' UJ ~ 1500 1500 e:>. With the cabin heater on and takeoff power set below the torque limit (1865 Ft-Lbs)...J t ... 1700 \S' c. Torque increases approximately 10 Ft~Lbs from 0 to 60 KIAS.<:: ~ 1.. ~ . '%~S1 . 2000 1900 TOROU LlMI T • 1865 FT-LB5 IBOO U1 CD .. 3. Torque on this chart shall be achieved without exceeding 805°C ITT or 101. 4 .m -20 .Normal NOTES: 1.> °0 A' . When the ITT exceeds 765°C.. :? (C' '5k /'/ /'. decrease torque setting by 15 Ft-Lbs.. decrease torque setting by 65 Ft-Lbs.( SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) ( ( ENGINE TORQUE FOR TAKEOFF CONDITIONS: 1900 RPM 60 KIAS Inertial Separator . Engine Torque for Takeoff 5-20 For Training Purposes Only 50 60 2685T1011 1 Apri l 1998 .

• THOSE DISTANCES WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY..~~~ 125. (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) SHORT FIELD CONDITIONS: FLAPS 20 DEGREES 19. ~~~g~ .CESSNA SECTION 5 MODEL 208 (675 SHP) WITHOUT CARGO POD PERFORMANCE TAKEOFF DISTANCE ( ( tI'"-.~~g ~~~g ~~~~ ~~g~ .~~~ ~~~~ I ~~. DRY RUNWAY ZERO W IND NOTES: ( ( ( ( ( ( W~ . GRASS RUNWAY. USE SHORT FIELD TECHNIQUES AS SPECIFIED IN SECTION 4 .00 RPM INERTIAL SEPARATOR · NORMAL CABIN HEAT· OFF TORQUE SET PER FIGURE 5·8 PAVED. t~~~ ~!~ .2240 I ~nnrl nss "7S 6000 1445 2520 I O'C GRO TDTRL ROl l TO Fl 50 FT 1060 18S5 ~!~~ ~OO~ 17nn7"~ ( ( ( 7 5 70 I ~~~~I 900( 1760 2000 2280 SL 855 . LEVEL. OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED . ~~~~ ~~~~ ~~~~ I ~~~g ~~~g I ~m ~:~~ I ~m ~i~~ ==== ===: 3765 1360 1595 1895 2275 1505 1780 2120 2880 4075 !~~ 300 ~~.~~~ I ~~~~ ~. ~~~ 2005 2540 1395 1890 ~~~~ .E 8 . INCREASE DISTANCE (BOTH GROUND ROLL AND TOTAL DISTANCE) BY 3% FOR INERTIAL SEPARATOR IN BYPASS AND INCREASE GROUND ROLL 5% AND TOTAL DISTANCES 9% FOR CABIN HEAT ON.~~g ~~~g ~~~~ ~~~~ . WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES.~~~ ~g~ !~~~ .Short Field Revision 6 For Training Purposes Only 5-21 .. INCREASE DISTANCES BY 10% FOR EACH 2 KNOTS.901695 1865 1870 4020 5985 1585 1970 2390 3300 ------960 1210 1570 ------- 3300 .~5 1640 2835 1740 3000 1950 3420 2215 3970 i 10'C GRO TOTAL RO LL TO .~~~ !i~~ ==== :==: 2000 1625 1BI5 3110 2035 3535 2300 2625 4775 2140 Figure 5-9. i. ~~~~~I 80 I m~ ~~~g I ~~~~ ~~~~ ~~~~ ~~~~ ~~~~ ~m.~~ .~~~ 1175 1495 ~~~ ~~:g . DECREASE DISTANCES I ( ( ( ( JT AT FF 72 SPEED K AS o o o PRESS -10'e Al T GRD TOTAL n ROLL TO 0 F FT 50 FT 82 SL 1000 1790 I !~~~I 10~~ !~~~ I 7110rl '17~ 7111111 3000 1195 2115 4000 127~ . 1995 2760 860 1035 . FOR OPERATION WITH TAILWINDS UP TO 10 KNOTS.-----1665 2090 2730 ------- ~m m~ ~~~~ }~~~ m~.~~~ ~~~~ ~ ~~~ ~~~ .~~g .--1975 2500 2720 Z97f ( ( o o .~~~ ~~~~ ~~~~ m~ m~ ~~~~ ~~~: ~~~~ 3035 1880 3230 2090 3640 2360 4185 2680 4885 ------3975 1525 2565 905 4540 1610 2895 960 5245 1695 2005 3295 1015 6205 1790 3790 1075 1585 1880 2230 ---1135 1275 1355 1445 1540 2240 2375 2515 2675 20'C 30'C 40'C GRO TOTAL.~~~ m~ ~~~~ ( ( ~~g 900 6000 1040 1265 m }~~~ 1790 2755 }m 1095 . m~ ~~~~ ==== :==: . 6. 10% FOR EACH 11 KNOTS HEADWIND. 1770 30BO I . 0 1675 ~~~ .AKEOFF 1.it~~ ~~~~ g:~ ~n~ I . GRD ITOTAl GRD TOTAL ROLL TO ROLL TO ROLL TO FI 50 FT fl 50 fT fl 50 f I FT 50 FI 1125 2000 1195 2110 1260 2220 1330 2335 1195 ~!~~ 1270 2230 1340 2350 1430 2505 Inn 77~~ !l!in Hhn 141'i ?lIqo! 1555 2725 1355 2370 1435 2500 1520 2640 1690 2975 14~0 2510 1530 2655 1625 2815 1840 3250 1535 2665 1630 1820 ..~ ~~~~ n~~ ~~~~ ~~~~ ~~~~ ( ("'. }~~g ~m I m~ ~~~~ ~~:: ~~~~ 27Z0 .~~~: 1200 i ( ( o o o 7 67 77 SL 1930 7Z5 865 mg 3045 4310 1430 1685 . FOR OPERATIONS ABOVE 40°C AND BELOW THE TEMPERATURE OPERATING LIMITATIONS MULTIPLY TAKEOFF DISTANCES AT 40"C BY 1 2 2. .. 3. 4.~~~ ~~~~ ~~~~ .. INCREASE DISTANCES BY 15% DFTHE "GROUND ROLL" FIGURE...~~~ 1110 1345 ~~~ ~~~~ .1nn~ ~. 5. Takeoff Distance . FOR OPERATION ON A DRY.~~~ 1795 1895 2010 . ~~~~ .~~~ 1895 2010 2130 2260 I !g~~ 1150 1305 !~~~ 2Z~5 2390 !~~g ~~~g I !~~~ .~~ 1220 2115 1290 BH~ 1480 ZHD II~u~ 3000 1020 400! 10~~ I ~nnr 1!~~ 60m 1230 1085 1!~~ l23n 1~~~ ~!~~ ~~~~ ~~~~ ~~~~ ~~?5 1390 1770 2435 915 975 I ( ( ~~g? 9000 1495 mg 2130 2560 3315 1285 1510 1310 1595 2165 770 920 2530 3480 5010 1655 2255 3160 910 1 1435 1560 z:. WITH TAKEOFF POWER SET BELOW THE TORQUE LIMIT 11865 FHBS).

HITH TAKEOFF POHER SET BELOH THE TORDUE L 1M IT 11865 FT -LBS l. 8000 7500 7000 TAKEOFF -20'C SPEED PRESS KIAS AU GRD TOTAL IF AT FT ROll TO FF o F FT 50 FT 89 104 SL 1520 26'70 2000 1700 2965 4000 1'l0~ 3300 6000 2145 36BS 8000 2425 4130 4645 2000 3155 5320 B9 104 SL 1410 24.OFF TOROUE SE1 PE R FIGURE 5-8 PAVED. GRASS RUNWAY.B5 2000 1580 2760 400e 11775 3070 6000 1995 3425 BODO 2250 3840 lOOOO 12550 4315 2000 2925 4945 89 104 SL 1310 2305 2000 141>5 2555 4000 1640 2845 6000 1845 3175 8000 2085 3555 0000 12355 3995 2000 2705 4570 .------. FOR OPERATION WITH TAILWINOS UP TO 10 KNOTS. DECREASE DISTANCES 10% fOR EACH 11 KNOTS HEADWIND. INCREASE DISTANCES BY 10% FOR EACH 2 KNOTS_ 3.------- .m~ ~~~~ ---. WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES OPE RAT I NG TEMPERATURE LI MI TS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED .Flaps Up 5-22 For Training Purposes Only 1 April 1998 . S. 4 . USE TYPE II DR TYPE IV ANII-ICE FLUID TAKEOff TECHNIOUES AS SPECIFIED IN SECTI ON 4.------- Figure 5-10. TAKEOFF DISTANCE WE I GH LBS . LEVEL. fOR OPERAT I ON ON A DRY. Takeoff Distance . AND TOTAL DISTANCE 9% FOR CABIN HEAT ON . DRY RUN~AY ZERO ~INO NOTES: 1. I NCREASE DISTANCE 1BOTH GROUND ROLL AND TOTAL OISTANCEI BY 3% FOR INERTIAL SEPARATOR IN BYPASS AND INCREASE GROUND ROLL 51.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEETI FLAPS UP CONDITIONS : FLAPS 0 DEGREES 1900 RPM INERTIAL SEPARATOR . THOSE OISTANCES WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONL y. INCREASE DI STANCES BY 15% OF THE "GROUND ROLL' FIGURE . 2.10·C O'C 10'C GRO TOTAL GRO TOTAL GRD TOTAL ROLL TO ROLL TO ROLL TO FT 50 FT o FT FT 50 FT FT 1610 2820 1710 2975 1805 3135 1B05 3135 1915 3310 2025 3485 ?0?5 3490 7150 3h'l0 ??75 3890 2285 3905 2425 4130 2565 4360 2580 43BO 2740 4635 2925 4'130 3185 5405 3490 5'155 3885 6730 ---1500 2630 1590 2770 1680 2920 3080 1880 3245 1680 3430 2115 3620 1885 2120 3630 2250 3840 2385 4050 2395 4070 2545 4310 2715 4580 2960 5020 ---3240 5530 3600 6245 1390 2435 1470 2570 1555 2705 1555 2700 1645 2850 1740 3005 1745 3010 1850 3180 1955 3'150 1965 3360 2085 3555 2205 3750 2215 3770 2355 3990 2510 4240 2735 4645 2'190 5115 3320 5770 ---- ---.NORMAL CABIN HEAT .------.---------.---- ---.

00 NOT EXCEED TORaUE LIMIT FOR TAKEOFF PER ENGINE TOROUE FOR TAKEOFF CHART. PRESS CLlHB RATE OF CLIHB . WITH CLIMB POWER SET BELOW THE TORaUE LIMIT.FPH WEIGHT All SPEED DoC FT KIAS LBS -20 C 20 C 40 C 1110 1090 1070 1050 8000 SL 92 1090 1065 1045 2000 92 975 4000 1065 1040 1015 875 91 1040 10.Takeoff Flap Setting 1 April 1998 5-23 For Training Purposes Only . DECREASE RATE OF CLIMB BY 20 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 rPM FOR CABIN HEAT ON.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( (~-( RATE OF CLIMB .DASHES. 3.10 985 760 6000 91 845 BODO 1005 9BO 6ZO 90 970 900 700 480 10000 BB 750 340 87 915 555 12000 1230 1210 1190 1170 7500 SL 92 1210 1185 1165 1090 2000 91 990 4000 1185 1160 1135 90 875 1105 1160 1130 6000 90 960 725 1125 1100 8000 BB 1090 1015 810 580 87 10000 435 860 660 1035 12000 85 1365 1345 1325 1305 7000 SL 91 13 liD 1320 1300 1225 2000 90 1320 1295 1270 1115 4000 89 995 1290 1265 1240 6000 B9 8~0 B7 1260 1235 1090 BODO 935 690 1225 1150 10000 86 775 5~0 84 1170 985 12000 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( Figure 5-11.NORMAL ZERO WINO NOTES: 1. THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEHPERATURE LIHIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY. WHERE RATE OF CLI MB VALUES HAVE BEEN REPLACED BY.TAKEOFF FLAP SETTING FLAPS 20° CONO I TIONS I TAKEOFF POWER 1900 RPM INERTIAL SEPARATOR . OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. Rate of Climb . 2. 1HIS POWER SETTING IS TIME LIMITED TO 5 MINUTES. WHEN ITT EXCEEDS 765"C.

THIS POWER SETTING IS TIME LIMITED TO 5 MINUTES. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. 2 . WITH CLIMB POWER SET BELOW THE TOROUE LIMIT. EXCEEDS 765 °C. WHEN ITT . Climb Gradient .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) CLIMB GRADIENT .FT/NI1 PRESS CLlI1B WEIGHT All SPEED OuC 40·C 2D"C -20·C FT KIRS LBS 760 725 BODO SL 77 850 805 2000 76 760 720 650 805 4000 76 160 715 615 570 670 6000 76 630 485 715 8000 76 870 625 530 385 76 560 430 10000 625 295 12000 76 570 455 330 205 7500 SL 74 960 910 865 820 2000 74 860 745 910 B15 <1000 74 860 770 815 660 6000 74 815 765 720 565 8000 74 765 720 610 460 10000 74 715 645 505 360 73 12000 655 530 400 270 7000 SL 72 lOBS 1030 980 935 2000 1030 975 72 930 B50 <1000 72 9BO 925 B80 760 875 6000 925 72 825 660 8000 72 875 820 710 545 10000 71 820 740 595 440 12000 71 155 620 485 340 ~. CLII1B GRADIENT . OPERATING TEMPERATURE LIMITS O THE AIRPLANE WOULD BE GREATLY EXCEEDED.TAKEOFF FLAP SETTING FLAPS 20· CONDIT IONS I TAKEOFF POWER 1900 RPI1 INERTIAL SEPARATOR .' . Figure 5·12 .'.Takeoff Flap Setting 5-24 For Training Purposes Only 1 April 1998 . DECREASE RATE OF CLIMB BY 10 FlINM FOR INERTIAL SEPARATOR IN BYPASS AND 30 FTINM FOR CABIN HERT ON. THOSE F RATES OF CLIMB WHICH BRE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LiMiT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY. 3.NORMAL ZERO WIND NOTES: 1. DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHART.

FLAPS UP CONDITIONS: 1900 RPH INERTIAL SEPARATOR .NORMAL ZERO WIND NOTES: 1.y I "'. WHERE RRTE OF CLIMB VALUES HAVE BEEN REPLRCED BY DASHES.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( -' ( \ ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( . 2. WITH CLIMB PO~ER SET BELOW THE TOROUE LIMIT. THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEHPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY. TOROUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIHUM CLIHB ITT OF 755·C OR NG OF 101. PRESS CLIMB RATE OF CLIMB . -- -- -- -- Figure 5-13.Flaps Up 1 April 1998 For Traininl! Purooses Onlv 5-25 .FPM IoIEIGHT AU SPEED FT LBS KIAS -1l0 C -20 C o C 20 C 40· C BODO SL 107 1275 1260 1245 1230 985 4000 IDS 1235 1220 1200 1085 705 8000 103 1190 1170 1090 795 1155 12000 99 1130 1000 780 520 220 16000 870 9S 1185 690 240 -20000 91 565 395 195 -211000 87 275 110 ---7500 107 1400 1385 1310 1355 1100 SL 4000 104 1360 1345 1330 1210 Blo BODO 102 1315 1295 1210 905 545 12000 99 1255 1120 895 615 300 16000 91l 985 BOD 585 40 330 20000 90 670 1190 285 40 370 211000 86 200 -7000 106 1535 1525 1510 1495 1225 SL 11000 104 11185 1470 1345 1500 920 1455 Itl35 1350 1025 8000 6115 101 1395 1255 1015 12000 98 725 390 425 16000 93 1110 920 695 120 785 20000 89 600 380 125 -475 24000 85 300 90 -- MAXIMUM RATE OF CLIMB -- . DECREASE RATE OF CLIMB BY 30 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 65 FPM fOR CABIN HEAT ON. 3. AN APPRECIABLE RATE OF CLlHB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED OR OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED.. Maximum Rate of Climb . :.51.

6 720 585 255 12000 1190 340 86 620 180 7000 770 SL 87 1025 980 940 2000 87 980 940 900 665 4000 9110 805 86 895 565 1175 6000 86 895 855 695 775 8000 85 B50 595 390 670 10000 85 810 500 315 84 705 <!I 10 240 12000 565 ( ( ( (' ( ( { ( ( ( ( ( ( ( "". WITH CLIMB POWER SET BELOW .NORMAL ZERO WINO NOTES: 1. DECREASE RATE OF CLIMB BY 10 FT/NN FOR INERTIAL SEPARATOR IN BYPRSS ANO 40 FT/NN FOR CABIN HEAT ON. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. HHEN ITT EXCEEDS 765"C. Maximum Climb Gradient . 00 NOT EXCEEO TOROUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHRRT.-_ . OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED..THE TORQUE LIMIT. THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE CIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY . THIS POWER SETTING IS LIMITED TO 5 MINUTES. 3. ( ( Figure 5-14.FTlNM PRESS eLi MB HEIGHT SPEED AU 40·C -20 C o C 20·e fT KI AS LBS 755 785 SL 825 605 8000 90 790 750 715 510 2000 90 630 420 750 715 4000 90 715 675 535 340 6000 89 445 ' 265 675 610 8000 89 10000 BB 635 515 365 200 545 420 285 130 12000 88 7500 920 880 840 680 SL 89 B80 840 800 2000 88 585 11000 840 800 710 IIS0 88 87 800 760 610 1105 6000 760 8000 87 685 515 325 430 10000 8.Flaps Up ( 5-26 For Training Purposes Only 1 April 1998 .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) MAXIMUM CLIMB GRADIENT FLAPS UP CONDITIONS: T RKEOFF POWER 1900 RPM INERTIAL SEPARATOR . CLIMB GRADIENT . 2.

PRESS CLIMB RATE OF eLI MB . WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. ( -- c. AN APPRECIABLE RATE OF CLIMB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED OR OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. 1900 RPM INERTIAL SEPARATOR . ( ( ( --- ( .1998 For TraininlZ Purposes Only 5-27 . RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LIMIT ARE PROVIDED fOR INTERPOLATION PURPOSES ONL Y.NORMAL ZERO lUND NOTES: 1.Flaps Up 120 KIAS 1 ApriJ. TORQUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF .65 1340 1320 830 2000 120 1365 1340 1315 1165 665 4000 120 1340 1315 1290 995 505 6000 120 1315 1285 1235 340 815 8000 120 1285 1255 1030 625 165 10000 1160 120 1255 830 1135 12000 120 1215 955 625 260 -1000 Sl 1495 1475 11155 930 120 1520 1475 1450 1290 2000 755 120 1495 4000 1415 11150 11120 1110 120 585 1450 410 6000 120 1420 1365 920 8000 1420 715 120 1385 1145 225 1290 45 10000 120 1385 935 515 1350 12000 120 1065 120 325 -- ( ( ( ( ( ( ( ( ( ( (' \ .FPM WEIGHT All SPEED LBS FT KIAS -40 C -20 C o C 20 C liD C BODO SL 140 120 1265 1245 1220 1200 2000 120 1245 1220 1195 1055 585 4000 120 1220 1195 1110 430 890 6000 120 1195 1165 1120 215 725 8000 120 1165 1135 925 540 110 10000 1135 1045 135 120 365 12000 120 850 540 195 1100 1500 SL 120 1385 13. THOSE . 2 . 3. DECREASE RATE OF CLIMB BY 50 FPM FOR INERT IAL SEPARATOR IN BYPASS AND 10 FPH FOR CABIN HEAT ON.( ( ( -CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( rc-- CRUISE CLIMB FLAPS UP COND IT IONS. Cruise Climb . WllH CLIMB POWER SET BELOW THE TOROUE LIMIT.6Z.165"C DR NG OF 101. Figure 5-15.

Rate of Climb . 3.NORMAL ZERO WIND NOTES: 1 . WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. DO NOT EXCEED TOROUE LIMIT FOR TAKEOFF PER ENGINE TOROUE FOR TAKEOFF CHART. 2 .Balked Landing ( 1 April 1998 5-28 For Training Purposes Only . WHEN ITT EXCEEDS 76SoC. WITH CLIMB POWER SET BELOW THE TOROUE LIMIT. THOSE RATES OF CLIHB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEHPERATURE LIHIT ARE PROVIDED FOR INTERPOLATION PURPOSES mNLY .FPM WEIGHT All SPEED FT KIAS LBS -20" C O"c 20"C 40·e 7800 SL BS 975 1020 1000 950 2000 BLI 995 970 945 875 BLI 970 L1000 9L15 780 915 6000 B3 9L10 910 885 670 -8000 B2 910 875 750 535 870 10000 81 800 610 1100 79 12000 1170 815 655 270 7300 SL BLI l1L10 1115 1095 1070 2000 B3 1115 1090 1065 995 11000 83 1090 1060 1035 895 6000 B3 1060 1030 1000 7BO 995 860 640 8000 81 1025 10000 80 990 915 720 500 12000 79 935 575 765 360 6800 1270 83 1250 1225 SL 1200 2000 B3 12L15 1225 1200 1125 4000 S2 1220 1195 1170 1020 6000 82 1195 1165 1135 900 8000 SO 990 755 1160 1130 79 lOllS 840 10000 1120 610 77 1065 690 12000 890 465 ( ( ( ( ( ( ( ( ( ( ( Figure 5-16 . OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( RATE OF CLIMB .BALKED LANDING FLAPS 30· ( CONDITIONS : 1 AKEOFF POWER 1900 RPM INERTIA L SEPARATOR . THIS POWER SETT ING IS L1MIlED TO 5 MINUTES. DECREASE RATE OF (LIMB BY 15 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 FPM FOR CABIN HEAT ON. PRESS CLIMB RA TE OF eLI HB .

7000 SL 0 0 0 0 0 0 0 0 0 ' 106 4000 104 5 3 19 3 20 5 3 22 6 40 10 7 8000 101 6 39 9 6 44 13 12000 98 8 59 15 9 61 16 11 68 21 16000 93 12 81 21 13 85 24 16 96 32 20000 89 29 18 112 35 24 130 41 16 105 24000 42 15 85 23 136 26 U7 51 31 180 ( ( ( ( ( ( ( ( ( ( ( ( -. INCREASE TIME. TAXI.. FUEL. FUEL. WHERE TIME. AND DISTANCE NUMBERS BY 17. AND TAKEOFF ALLOWANCES.' TIME. 3. AN APPRECIABLE RATE OF CLIHB FOR THE WEIGHT SHOWN CANNOT BE EXPECTEO. WITH INERT IAL SEPARATOR SET IN BYPASS. 1. Fuel. ' Time. TORQUE SE T AT IB65 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765°C OR NG OF 101. CLIMB FROM SEA LEVEL 20 OEG C BELOW STANDARD 20 DEG C ABOVE PRESS CLIMB STANDARO TEHP TEMPERATURE STANDARD TEHP WEIGHT All SPEED TIHE FUEL DIST TIME FUEL DIST TIME FUEL DIST LBS FT KIAS M L8S IN NH MIN LBS NM MIN LBS NH BODO SL 107 0 0 0 0 0 0 0 0 0 4000 105 3 24 6 3 24 6 4 27 7 7 liB 7 49 12 8000 103 12 9 SS 16 12000 99 10 73 18 11 76 20 14 87 27 16000 95 14 100 26 16 107 31 43 22 125 37 24 145 lI6 20000 91 20 132 34 180 69 87 24000 57 30 178 37 203 74 -7500 SL 107 0 0 0 0 0 0 0 0 ~O aooo 104 4 3 21 5 3 22 5 24 1 lI4 11 8000 102 6 lI3 11 6 8 49 14 99 66 16 10 12000 9 68 18 13 77 24 14 27 16000 94 13 90 23 95 19 109 37 20000 28 152 56 90 18 118 33 21 127 40 211000 49 86 26 155 31 171 60 -..( ( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( ".NORMAL NOTES. AND OISTANCE VALUES HAVE BEEN REPLACED BY DASHES. FUEL. FOR EACH 1000 FEET OF CLIMB. AND DISTANCE NUMBERS BY 1Z FOR EACH 2000 FEET OF CLIMB AND FOR CABIN HEAT ON INCREASE TIME . AND DISTANCE TO CLIMB MAXIMUM RATE OF CLIMB CONDI TIONS: FLAPS UP 1900 RPM IN£ RT[AL SEPARATOR ..-- ( ( ( -- Figure 5-17.6Y. FUEL. 2. ADD 35 ' POUNDS OF FUEL FOR ENGINE START. DISTANCES SHOWN ARE BASED ON ZERO WIND. . 5.Max Rate 1 April 1998 For Training Purposes Only 5-29 . and Distance to Climb . 4. x.

TOROUE SET AT 1865 FT . FUEL. DISTANCES SHOWN ARE BASED ON ZERO NINO.3 4000 7 7 5 3 120 3 24 25 32 11 6000 120 5 36 10 5 38 11 8 50 . . Fuel. and Distance to Climb . WITH INERTIAL SEPARATOR SET IN BYPASS OR CAB[N HEAT ON INCREASE TIME. 4. 2. AND DISTANCE NUMBERS BY 1% FOR EACH 1000 FEET OF CLIMB.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( TIME. FUEL. 3. ADD 35 POUNDS OF FUEL FDR ENGINE START.L8S OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765°C DR NG OF 101. Time. AND DISTANCE TO CLIMB CRUISE CLItlB CONDITIONS: FLAPS UP 1900 RPM INERTIAL SEPARATOR . CLIMB FROM SEA LEVEL 20 DEG C BELOW STANDARD 20 OEG C ABOVE STANDARD TEMP TEMPERATURE PRESS CLIMB STANDARD TEMP TIME FUEL OIST TIME FUEL OIST TItlE FUEL OIST WEIGHT AU SPEED LBS FT KIAS MIN LBS NM MIN LBS NM MIN LBS NM BOOO a a 0 0 0 SL 120 0 0 0 0 3 5 2000 120 2 12 2 13 3 16 . ( '( ( ( ( ( ( ( ( ( ( Figure 5-18.6% .NORHAL NOTES: 1 . AND TAKEOFF ALLOWANCES . TAXI .Cruise Climb 5-30 For Training Purposes Only 1 April 1998 . 17 8000 7 119 7 51 120 111 15 69 25 11 10000 120 9 61 18 10 66 21 15 3'1 91 12000 120 27 47 21 118 11 75 22 12 82 7500 SL 120 0 0 0 0 0 0 0 0 0 2000 120 2 11 3 2 11 3 14 5 2 '1000 120 3 22 6 6 3 23 5 29 10 6000 120 5 33 9 5 3<1 10 7 411 15 8000 1l<1 120 6 13 7 <17 14 10 61 22 14 10000 120 8 56 16 9 60 19 80 30 120 10 68 74 24 18 103 40 12000 20 11 7000 SL 120 0 0 0 0 0 0 0 0 0 2000 120 1 10 3 1 10 3 2 13 4 4000 120 3 20 5 3 21 6 4 26 9 6000 120 4 3D 8 4 31 9 6 40 14 8000 120 40 6 11 6 112 13 9 511 19 1000Q 7 120 51 15 8 54 17 12 26 71 12000 120 9 61 18 10 67 22 16 90 35 ( (' .

-. ( ( ( ( ( ( ( ( ( I' Figure 5-19. Fuel flow for a given torque setting will be 7 pph higher. 3. Cruise Performance (Sheet 1 of 13) 1 April 1998 5-31 For Traininl! Purposes Only . With the inertial separator in BYPASSS and power set below the torque limit (1 B65 foot-pounds). With the cabin heat on and power set below the torque limit (1865 foot-pounds). Do not exceed this torque. Do not exceed 740°C In. decrease the maximum cruise torque by 100 foot-pounds. in this section.' - SECTION 5 PERFORMANCE ( ( ( ( I CRUISE PERFORMANCE ( ( NOTES ( ( ( ( The following general information is applicable to all Cruise Performance Chartscontinued in Figure 19. 740°C In. 1. 4. Do not exceed 740°C In.( ( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD . The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power. decrease maximum cruise torque by 80 foot-pounds. 2. whichever occurs first. Sheet 2 through Sheet 13. Fuel flow for a given torque setting will be 15 pph higher. The lowest torque shown for each temperature and RPM corresponds to the recommended torque setting for best range in zero wind conditions. or 101.6% Ng.

156 178 172 164 ISS 153 17. Cruise Performance (Sheet 2 of 13) 5-32 For Training Purposes Only 1 April 1998 . 170 162 153 150 174 168 160 151 148 1600 RPP! FUEL FLOW KIAS PPH 157 346 166 377 351 15B 346 157 409 173 390 169 361 161 34t 155 412 173 161 386 358 1.lO~ CRUISE PERFDRHANCE ( ( 10RllUE KT~S 1750 RP" FUEL FLO~ r7 -l8S KTA5 158 168 159 TORDUE FI-lBS 439 1689 1500 1465 1926 1800 1600 1450 1970 1800 1600 1430 1970 1800 1600 1420 1970 1800 1600 1405 1970 1800 1600 1400 1390 1910 1800 1600 1400 1390 1970 1800 1600 1400 1375 1970 1800 1600 1400 1360 1970 1800 1600 1400 1340 PPH 346 377 356 409 377 350 433 406 375 347 430 403 372 347 427 400 369 343 424 397 366 340 4Z1 394 364 338 420 392 ~61 59 169 162 171 168 159 181 175 166 157 179 113 164 157 177 171 162 155 175 169 160 152 173 167 ISS 151 171 164 IS6 148 168 162 154 146 166 160 152 144 1347 1585 1395 1814 1700 1500 1390 1970 1800 1600 1400 1380 1970 1800 1600 1400 1360 1970 1800 1600 1400 1345 1970 1800 1600 1400 1335 1970 1800 1600 1400 PPH 346 371 350 409 392 361 346 430 404 373 344 341 427 400 370 341 336 423 391 367 338 330 419 393 364 334 326 416 390 360 332 321 413 387 351 329 320 410 393 354 326 311 40B 381 352 323 313 In 171 163 158 180 173 15 165 IS. 163 IS6 147 145 167 161 154 145 143 165 159 152 144 140 3n Ins -35 334 418 390 359 332 411 38'7 351 332 -45 -54 1700 1500 1335 1970 1800 1600 1400 1335 1970 1800 1600 1400 1335 1970 IS00 1600 1400 1330 344 317 316 392 368 ~40 ( 314 310 398 3&4 337 310 305 385 361 333 307 299 ( ( ( ( Figure 5-19 . 8000 POUNDS INERTIAL SEPARATOR .NOR HAL REFER TO SHEET 1 FOR RPPRDPRIRTE NOTES RPPLICABLE TO THIS CHRRT JE"P OEG [ 45 35 25 TORQUE fT -lBS lZS8 1484 1340 1703 1500 H2O 1865 1700 1500 1120 1865 1700 1500 1340 1865 1700 1500 1335 1865 1700 1500 1900 RPP! .0 335 152 ( 5 407 m 383 354 171 165 158 150 170 164 156 148 168 162 154 14S 14S 166 160 153 144 144 164 158 151 142 141 161 15& 149 141 139 159 154 147 139 136 ( ( -5 403 379 351 325 400 315 341 3Z1 319 396 ( ( -15 ( Ins ( -25 1865 1700 1500 1335 1865 1700 1500 1320 1865 1700 1500 1320 1865 171 166 158 149 146 169 . UEl .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL.PRESSURE ALTITUDE 2000 FEET CONDITIONS. 208 (675 SHP) .

8000 POUNDS INERTIRL SEPARRTOR . 1100 1500 1300 1265 1865 1700 1500 1300 1270 1865 1100 1500 ~.~ 365 340 330 395 361 331 321 423 395 364 334 323 421 392 361 331 311 418 389 358 328 312 415 385 355 325 301 412 '382 352 322 304 409 319 349 320 302 401 316 346 311 298 406 376 345 315 298 !~! 170 162 159 117 110 161 157 183 176 168 159 155 181 114 166 157 152 179 173 165 156 150 176 171 163 154 148 174 168 161 152 146 172 166 158 150 144 110 164 156 148 142 169 163 155 147 141 !:~~ 1668 1500 1400 18B6 1700 1500 1395 1910 1800 1600 1400 1310 1970 1800 1600 1400 1355 1970 1800 1600 1400 1335 1970 1800 1600 1400 1335 1970 1800 1600 1400 1325 1970 1800 1600 1400 1315 1970 1800 16QO 1400 1300 1970 1800 1600 1400 1295 ~!~ 365 341 327 395 366 !~. 168 161 1~6 HI 179 111 161 159 185 178 169 159 158 183 116 167 157 156 180 174 165 155 154 178 172 163 154 152 176 170 161 20 1567 1400 1335 1178 1600 ( g~~ 10 1865 1700 1500 1300 1275 1865 1700 1500 1300 1270 1865 1700 1500 1300 1265 1865 ' .NORIIIIL REFER TO SHEET 1 FOR APPROPRIATE NOTES APPLICABLE TO THIS CHART lEnp DEC C TORQUE CRUISE PERFORHANCE ( ( ( 1900 RPK FUEL TORDUE KTRS 1750 RPK FUEL limo RP" KTRS TORQUE FT -LBS FUEL FT -LBS 40 30 1259 1470 1300 12BO 1610 1500 ~~~w 335 365 339 336 395 361 336 332 426 397 365 334 330 424 395 362 331 321 422 392 360 329 324 42C 3B9 357 327 321 418 387 355 324 320 416 384 353 FT -LBS 1346 n4~ ~~~w flOW PP" KTRS ( ( ( 162 171 162 !.~~ 1910 IBOO 1600 1400 1325 1910 1800 1600 1400 1300 1910 1800 1600 1400 1290 1910 1800 1600 1400 1275 1910 1800 1600 1400 1210 1910 1800 1600 1400 l1l5 1910 1800 1600 1400 1265 1910 1800 1600 1400 1210 ( ( ( ( ( ("0 "". Cruise Performance (Sheet 3 of 13) 1 April 1998 For Training Purooses Onlv 5-33 .CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD f''': SECTION 5 PERFORMANCE ( ( \ PRESSURE ALTITUDE 4000 FEET CONDITIONS. 0 t" -10 ( -ZO ( ( ~~1 23 404 318 349 321 317 400 314 345 31B 312 396 311 342 314 106 392 367 339 311 302 389 364 335 ' 307 Z91 386 360 332 304 293 383 351 328 301 Z8B 382 355 321 300 286 ' 175 168 159 154 176 no -30 162 153 152 174 16B 160 152 149 172 166 159 150 141 170 164 151 148 145 168 163 155 1~~ 114 167 159 150 ~:~ 166 161 153 145 141 164 158 151 143 138 163 158 150 142 137 -40 !~~~ -50 1865 1700 1500 1300 1250 1865 1700 1500 1300 1260 ~~~ In -54 q14 383 350 320 313 414 383 349 319 313 171 165 151 147 145 170 164 156 146 144 Figure 5-19.

Cruise Performance (Sheet 4 of 13) 1 April 1998 For Training Purposes Only 5-34 .~~ 1910 1800 1600 1400 1305 1970 1800 lS00 1400 1290 1S70 1800 1600 1400 1280 1970 1800 1600 1400 1280 1970 . 1800 . Figure 5-19. 1600 1400 1260 1910 1800 1600 1400 1250 353 332 310 381 359 329 JUS 399 311 340 312 3D 396 367 337 i~~ ~~~ 392 363 334 305 290 -25 179 173 ISS 156 147 177 171 163 154 145 17S 169 161 152 143 173 lS7 159 150 141 388 360 331 302 296 386 357 327 299 292 383 35~ 113 167 159 151 145 111 165 151 149 143 169 163 156 147 140 161 161 154 145 138 -35 1205 -45 1865 1700 1500 1300 1195 1865 1100 1500 1300 1205 -54 384 349 318 303 414 383 347 315 301 413 381 345 314 297 411 379 343 312 297 17S 166 156 151 179 172 164 154 149 177 170 162 152 14S 174 168 160 150 145 380 347 311 290 410 318 344 314 29' 407 ( ( ( 315 341 ~:1 85 404 374 339 309 292 324 296 211 381 351 321 ~~.( PRESSURE RLTITUDE 6000 FEET CONDITIONS.NORKRL REFER TO SHEET 1 FOR APPROPRIRTE NOTES APPLICRBLE TO THIS CHRRT TEMP DEC C TORQUE rT-LBS CRUISE PERFORMANCE 1900 RPM FUEL FLOW PPH KTRS TOROUE FT-LBS 150 RP" fUEL I~nn RP" KTAS flOW PPH KTRS TORQUE n-LBS FUEL FLOW PPH 35 25 15 5 -5 1251 1240 1449 1300 1230 1634 1500 1300 1220 1819 1100 1500 1300 1220 1865 1700 1500 HOD -15 1215 1865 1700 1500 1'300 1210 1865 1100 1500 1300 1205 1865 1700 1500 1300 353 329 318 380 359 321 315 413 390 356 324 312 420 388 354 322 309 418 386 352 320 306 ~16 ~~: 164 163 113 165 161 180 114 163 159 186 181 1337 1285 1545 1400 1290 1137 1600 1400 1215 1933 1800 1600 1910 1800 1600 lIZ 162 157 186 119 170 160 155 184 171 168 158 153 181 ~~~~ 353 331 314 380 359 328 309 413 388 356 325 304 418 386 353 415 383 350 319 295 ~12 ~~~ i.~~ 1910 1800 1600 1400 1235 1910 1800 1600 1400 1215 1970 1800 1600 1400 1215 1970' 1800 1600 1400 1220 1970 1800 1600 1400 1215 ~~~ 163 1&0 172 165 159 179 113 163 151 184 179 171 162 154 184 111 169 160 152 182 175 167 158 150 1425 360 lS41 1500 1350 1841 1100 1500 1135 324 31~ ~~~ 169 163 156 116 110 162 154 119 113 165 111 111 163 154 14g 115 169 lSI 152 UI HID 1800 1600 i.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( . 8000 POUNDS INERTIRL SEPARATOR .

NOR"RL REFER TO SHEET 1 FOR RPPROPRIRTE NOTES RPPLICRBLE TO THIS CHRRT TEI1P OEG C TOROUE FT -LBS 1220 1190 1401 1200 1185 1575 1400 1200 1900 RPI1 FUEL FLOW PPH KTAS TOROUE FT -LBS 1302 1245 1492 1300 1235 1674 1500 1750 RPI1 FUEL FLOW PPH 311 302 338 30B 298 364 336 KTAS 164 160 TORDUE FT -lBS 1387 1315 1583 1400 1305 1171 1600 1600 RPM FUEL FLOW PPH 311 300 338 310 296 364 337 KTAS 161 157 170 ~61 CRUISE PERFORMRNCE ( ( ( ( ( 10 20 10 311 306 338 305 303 354 335 303 ?99 397 361 333 165 163 174 162 161 181 112 ~60 58 186 180 110 159 156 189 182 173 163 155 187 180 171 151 153 0 185 118 169 159 15~ In ( ( 1nn 0 1747 11.~~ 397 3&6 333 304 285 395 363 331 301 2Bl 391 359 328 299 215 0 388 351 324 295 212 0 3B4 354 ·321 292 268 0 381 352 318 289 262 0 380 350 317 288 261 0 156 176 169 159 154 182 115 161 ~~~ 180 174 165 156 149 178 In ~183 ~i4 69 163 152 185 178 170 161 150 149 182 116 168 159 148 147 180 114 166 151 146 145 178 112 164 155 144 143 111 171 163 154 144 41 l1Z 164 155 146 0 176 170 162 153 144 0 173 168 160 151 142 0 111 166 158 149 140 0 171 165 157 . 80110 POUNDS INERTIRL SEPRRRTOR . 1 April 1998 For Traininl!: Purposes Only 5-35 .JJ _ 162 159 179 171 161 iS1 184 178 169 159 154 187 180 !~~~ 1960 1800 1600 1400 1270 1910 1800 1600 1400 1260 1910 1800 1600 1400 1240 0 1970 1800 1600 1400 1235 0 1910 lBOO 1600 1400 1230 0 1970 1800 1600 1400 1210 0 1910 1800 1600 1400 1205 Q - .40 116~ 1966 1100 1500 1300 1140 0 1866 1700 1500 1300 1150 0 1866 1700 1500 1300 1155 Q 28~ 408 378 3110 305 2B3 0 -54 1970 1900 1600 1400 1210 1910 lBOO 1600 1400 1200 1190 1970 1800 1600 1400 1200 1175 182 1970 1800 115 1600 161 157 1400 148 1200 0 1110 1970 180 173 1800 164 1600 1400 155 146 lZ00 1110 0 1970 179 1800 172 163 1600 154 1400 145 1200 65 0 _ ---. Cruise Performance (Sheet 5 of 13) .7 333 302 Z90 416 394 341 315 286 413 381 344 312 81 Ql0 379 341 309 280 276 407 376 339 307 278 273 404 373 337 304 215 271 403 372 336 303 ( i~~ 418 386 341 315 293 416 384 345 313 291 0 Q14 382 343 310 28~ 411 390 341 30B 284 0 409 318 340 306 ~~~~ -10 ( \ / ( -20 ( ( -30 ( ( r r -50 .00 1400 1200 1160 1866 1700 1500 1300 1165 1866 1100 1500 1300 1165 0 1866 1700 1500 1300 ~~~~ 1856 1700 1500 ~~~ 397 3. 148 139 0 Figure 5-19.( CESSNA MODEL 208 (675 ( ( ( / SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( \ PRESSURE RLTITUDE IODD FEET CONDITIONS..

NORMAL REFER TO SHEET 1 FOR RPPROPIURTE NOTES IIPPLICftBLE TO THIS CHRIIT TEHP DEG C 25 15 rORQUE FT -LBS IlB6 1145 1349 1200 1145 1512 1400 1200 1135 1669 1500 1300 1]15 1814 1100 1500 1300 1125 1865 1100 1500 1300 1115 1865 1700 1500 1300 1115 1865 1700 1500 1300 1125 1865 1100 1500 1300 1105 1900 RPH fUEL flOW PPH 29B 292 322 298 289 349 329 296 285 379 345 310 280 406 383 344 308 280 413 381 342 306 276 411 379 341 304 274 410 317 339 302 274 409 376 338 300 270 HflS 165 163 174 165 161 181 TORQUE F1-lBS . 1400 1200 1145 1910 1800 ' IS00 1400 1200 1135 ]970 1800 1&00 1400 ll00 1115 1970 1800 1600 1400 UOO 1125 750 RPH _ FUEL KTflS FLOW PPH IS~ 29B 288 ISO 172 322 301 165 158 283 179 349 174 330 1&3 298 157 281 379 18~ 177 346 167 312 28] ISS 276 154 406 188 382 183 344 175 309 ISS 218 154 211 151 411 188 319 191 3ql 173 305 164 276 152 2S1 149 408 185 317 179 339 171 303 IS2 273 ISO 1~7 263 406 183 314 177 331 1&9 300 1&0 211 149 258 143 404 181 312 175 335 IS7 158 298 147 269 251 142 TOROUE FJ .1265 1200 1436 1300 1185 1&06 1500 1300 1190 1773 1600 1400 1200 1175 1926 1800 1600 1400 1200 1155 1910 1800 1600.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( ( ( PRESSURE ALTITUDE 10000 FEET CONDlTIONS.lBS H~S 5 115 163 159 186 178 167 156 190 185 176 166 155 190 183 174 164 152 1270 1523 1400 1265 1700 1500 HOD 1250 1873 1700 1500 1300 1230 1970 1800 1600 1400 1215 1970 1800 16QO 1400 1195 1910 1800 1600 1400 1195 1970 1800 lS00 1400 1200 1180 1970 1800 1600 1400 1200 1165 -5 -15 1600 RPH FUEL FLOW PPH 298 28S 321 303 283 349 316 28& 278 379 346 312 283 273 394 362 325 295 268 390 358 ( ( ( ( ( ( KTflS 161 157 169 163 155 176 161 156 153 181 174 165 155 151 183 176 168 159 149 181 174 166 157 146 119 112 1&4 155 144 116 110 162 153 143 142 114 168 161 152 141 140 ( ( -25 ( ·322 292 262 381 355 320 289 259 383 353 317 las 258 25~ ( ( ( ( ( ( ( ( -35 188 181 172 161 151 185 179 170 159 149 183 17& 167 157 146 -45 -54 379 350 315 284 255 250 ( ( j Figure 5-19. 8000 POUNDS CRUISE PERFORMANCE ( ( ( INERTIAL SEPARATOR . Cruise Performance (Sheet 6 of 13) 5-36 For Training Purposes Only ( 1 April 1998 .

'" SECTION 5 PERFORMANCE ( ( ( '\ ( PRESSURE ALTITUDE 12000 FEET 8000 POUNDS TE"P OEG C 20 10 CRUISE PERFORMRNCE CONDITIONS. -20 1200 1165 1688 1500 1300 1150 1820 1700 1500 1300 1135 1955 180Q 1600 1400 1200 1120 1910 1800 1600 1400 lZOO 1110 1970 1800 1600 1400 1200 1105 1970 1BOO 1600 1~00 PPH 284 277 306 219 213 333 309 277 211 361 3Z5 289 266 384 3&2 323 287 262 409 318 340 302 210 257 410 315 33B 300 261 253 408 313 335 298 265 250 407 312 334 297 264 249 600 RP" FUEL FlOII PPH 284 275 306 282 213 333 310 219 26B 361 327 384 361 323 289 259 258 390 35B 321 287 257 252 387 355 31B 284 254 249 383 351 316 281 Z52 245 382 350 315 Z80 251 243 KIAS 161 157 169 160 156 175 169 158 1S11 181 112 163 151 184 179 171 1&1 150 149 184 177 169 159 149 146 182 175 167 157 146 144 179 ~~~ -30 ( ( -~O 380 340 301 267 266 ~13 166 154 153 191 184 175 164 152 151 188 192 173 162 150 _151 187 181 172 161 149 ( ( -50 ( -54 378 339 300 266 263 411 375 331 298 411 375 337 299 263 261 ~~~ 148 1200 1100 116 166 154 150 18B 182 174 164 153 141 186 180 112 162 151 45 185 179 171 161 150 173 165 156 145 142 178 17Z 164 155 144 141 1~~~ 1970 1800 1600 1400 1200 1150 IU Figure 5-19.NOR"RL REFER TO SHEET 1 FOR RPPROPRIRTE NOTES RPPLltRBlE TO THIS tHRRl TO ROUE rT-LBS 1143 1125 1291 1125 1441 1300 1110 1589 1400 1200 1100 1715 1600 1400 1200 1090 1842 1700 1500 1300 1100 1090 1B65 1700 1500 1300 1100 1085 1865 1700 1500 1300 1095 _lOBS 1865 1700 1500 1300 1100 lOBS 1900 RP" FUEL FLO~ klRS 165 164 173 162 IORQUE rT-lBS 1219 1170 1374 1200 1165 1531 1~00 750 RP" FUEL FLO~ KIRS 164 160 172 161 159 178 111 159 [57 184 175 164 155 197 182 173 1&2 152 190 18~ TORQUE F T-lBS 1296 1240 1466 1300 1240 1620 1500 1300 1225 1183 1600 1dOO 1205 1919 1900 1600 1400 1200 1190 1970 1800 1600 1400 1200 1165 1970 1800 1600 1400 1200 1165 1970 1800 1600 1400 ( ( ( PPH 284 291 306 279 333 307 274 36Z 3Z4 288 271 384 362 322 295 268 ~IO 0 IBO 112 159 186 176 164 157 189 194 174 162 155 192 187 In ( ( -10 ( ( ( . ~~.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD ". Cruise Performance (Sheet 7 of 13) 1 April 1998 For Traininl! Purnoses Onlv 5-37 .. ( ( ( INERTIAL SEPRRRTOR .r ~.

45 -54 1859 1100 1500 1300 1100 1070 19S5 1100 1500 1300 l100 .25 -35 . 8000 POUNDS INERTIAL SEPARJlTOR . Cruise Performance (Sheet 8 of 13) 5-38 For Training Purposes Only 1 April 1998 .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( PRESSURE ALTITUDE 1400D FEET COND [T IONS.NORKIIL REFER TO SHEET 1 FOR RPPROPRIRTE NOTES RPPLICABLE TO THIS CHART TEMP CRUISE PERFORMANCE OEG C TORQUE 15 190D RP" FUEL fJ-LBS FLOW PPH 270 1093 1231 1105 1369 1200 109S 1501 1300 1100 108S 1615 1500 1300 1100 1080 1735 1600 1400 1200 1065 291 270 317 284 2S6 342 302 266 263 363 340 300 263 260 75/}1!~" K1AS 164 172 163 179 168 161 185 TORQUE FT -LBS 1165 11&0 1310 1200 1155 5 -5 FUEL FLOW PPH 270 269 291 273 ?~~ HAS 162 lS2 110 TO ROUE FT -LBS 1238 1230 1388 1225 lS00 RPH FUEL flOW PPH 270 26B 291 264 KTAS 159 158 161 157 }~~ 177 168 158 182 112 160 15S 1B6 181 171 158 153 189 193 174 163 151 192 185 177 167 155 148 189 lB3 115 165 154 146 -IS 173 159 159 188 182 171 158 15& 191 185 175 163 154 194 197 . 1060 I ~~2 46 390 355 317 281 249 241 387 352 315 219 247 237 !~~ 185 178 178 167 154 152 192 185 176 165 153 150 169 160 148 145 183 116 168 158 147 143 ~~~ !~~~ Figure 5-19.88 358 319 279 256 412 379 336 298 260 255 411 371 335 297 258 252 1454 1300 1140 1594 1400 1200 1135 1114 1600 1400 1200 1120 1941 1700 1500 1300 1110 1970 1800 1600 1400 1200 1095 1970 1900 1600 1400 1200 1080 311 281 261 342 305 269 258 362 341 303 266 254 399 358 320 2Bl 250 411 317 336 298 262 245 409 315 334 296 1538 1400 1210 1684 1500 . 1300 1200 1807 1700 1500 1300 1180 1939 1900 1600 1400 1970 1900 1600 1400 1200 1150 1910 1800 1600 1400 317 290 260 342 301 271 256 3&2 342 304 269 250 387 358 320 2B3 174 !:~ 119 170 159 153 183 178 168 158 150 186 180 111 162 ~~~~ .

Cruise Performance (Sheet 9 of 13) 1 April 1998 For Trainine Purposes Only 5-39 .NORKRL CRUISE PERFOR"ANCE ( ( ( REFER TO SHEET 1 FOR APPROPRIATE NOTES APPLICABLE TO THIS CHART TEHP 1900 RP" FUEL OEG C TOROUE FT -LSS FLOW fPH 256 10 1045 271 0 1113 1100 263 -10 1298 301 1100 Z62 1090 260 1411 322 -20 1300 300 1100 260 1090 256 -30 1511 342 1400 319 1200 279 1055 251 -40 1630 366 1500 337 291 1300 258 1100 249 1050 1144 388 -50 358 1600 1400 315 276 1200 244 1035 KTRS 162 171 165 118 164 163 183 176 152 161 186 180 168 157 190 183 TORQUE FT -LBS 11 3 1248 1150 1379 1200 1135 1499 1300 1120 1609 1500 1300 1115 1729 ( ( ( ( ( 750 RPH FUEL FLOW PPH 256 277 259 301 266 255 322 284 251 342 320 282 241 366 338 299 2S1 242 381 351 316 278 242 239 381 356 315 211 241 238 KTRS 160 169 162 176 154 159 180 169 157 184 179 167 155 197 182 TORQUE Fl·L85 1183 t3Z2 1215 1458 1300 600 RPH FUEL FLOW PPH . 256 KTRS 156 211 258 301 270 255 322 287 251 250 342 303 266 245 365 339 300 264 240 387 357 316 280 244 234 386 356 314 279 2~3 ~~5 5B 172 162 156 171 161 154 154 191 171 ISO 152 184 179 169 158 149 181 181 mo ( ( ( In 158 155 193 186 176 164 152 192 185 175 163 150 ( ( -54 ( ( 1146 1600 1400 1200 1025 387 357 314 216 242 1600 1400 1200 1095 1851 1100 1500 1300 1100 1090 1852 1100 1500 1300 1100 1085 In 159 152 190 184 175 164 150 150 189 183 114 163 150 149 1583 1400 1200 1190 1697 1500 1300 1180 1822 1700 1500 1300 1160 1951 1800 1600 1400 1200 1135 1954 1800 1600 1400 1200 1135 172 162 151 146 186 ISO 111 162 150 146 2U ( ( ( Figure 5-19. PRESSURE ALTITUDE 16000 FEET 8000 POUNDS [NERTIfIL SEPRRATOR .( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( CONDnIONS.

Cruise Performance (Sheet 10 of 13) 5-40 For Training Purposes Only 1 April 1998 . BODO POUNDS INERTIAL SEPARATOR . 1200 1075 1616 1500 1300 1100 1060 153 163 158 170 157 155 115 163 154 178 168 155 151 192 172 160 1~9 ( ( ( ( ( 122 284 246 237 l4l lOo 263 232 351 318 168 154 151 186 178 16G 153 148 ( -54 1613 1500 1300 1100 10~0 1200 1000 980 . ~~I 46 3D) 267 242 -35 -45 1300 1100 1005 1524 1400 1200 995 1578 I~OO ISS 198 191 168 153 188 179 167 151 150 1300 1100 10B5 1506 1400 . 233 352 311 217 239 229 ( ( 1765 lS00 1400 1200 1110 219 243 227 183 175 165 152 146 ( ( ( ( Figure 5-19.NORMAL REFER TO SHEET 1 FOR APPROPRIATE NOTES APPLICRBLE TO THIS CHART TE~P CRUISE PERFORHANCE ( ( 1900 RPH TOROUE FT -LBS FUEL FLOW KTRS TOROUE Fl-LB5 1 '750 RPH FUEl flOW PP~ ~~ 1600 iP" KTRS TORQUE FT-LBS FUEL FLOW KTAS DEC C PPH 5 -5 -15 998 1113 1055 1228 '4~ PPH 151 61 174 159 178 172 157 156 182 176 163 154 185 180 264 252 285 59 169 164 176 063 1305 1105 I~OS ii~~ 2~: 25 285 241 303 292 244 241 322 300 261 238 343 319 219 2~1 ~66 9 1255 1195 1380 ~l 285 ~~: 11~~ 04 -25 1324 1200 1025 1~20 ~~O 49 303 279 244 322 297 251 238 344 311 216 236 353 315 214 235 232 !~6 6' 181 172 158 184 177 163 !~~~ 1486 1300 1170 1590 1400 1200 1145 1705 1500 HOD 1130 .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( ( ( PRESSURE ALTITUDE 18DDD FEET CONDITIONS.

PRESSURE ALTITUDE 20000 FEET 8000 POUNDS INERTIAL SEPARATOR . Cruise Performance (Sheet 11 of 13) 5-41 For Training Purposes Only 1 April 1998 .~~ 151 lG3 159 170 1&0 156 175 167 154 179 173 157 152 193 177 164 149 lB2 176 1b3 U7 1065 1183 1170 1296 1150 1391 1200 1130 1497 1300 1110 1593 1400 1200 1085 1591 1400 229 .RPH OEG C TORGUE FUEL FT-LBS FLOW PPH CRUISE PERFORMANCE ( ( ( ( ( ( 1750 RPH KTRS TORGUE FT-LBS FUEL FLOW PPH KTRS TORGUE Fl-LDS 1600 RPH FUEL FLOW PPH KTRS 0 -10 -20 -30 -40 944 1050 lOIS 1153 1005 1239 1100 995 1328 1200 1000 980 1423 1300 1100 970 1421 1300 1100 960 229 249 242 269 239 154 165 1~2 173 159 178 167 157 1004 1116 1075 1225 2Z9 ~:~ 268 1100 lOGO 1316 1200 1045 1408 1300 1100 1035 1509 1400 1200 1010 1507 1400 .NORMAL REFER TO SHEET 1 FOR APPROPRIATE IIOTES APPLICABLE TO THIS CHART lEHP 1900 .200 005 244 236 284 262 231 303 279 241 228 321 299 258 22Z 320 298 ( ( -50 284 257 235 303 215 236 231 322 18Z 173 156 154 18S 178 ( ( -54 ( 296 2M Z28 321 295 164 152 184 171 .~: ~~~ .~9 46 268 240 284 247 234 30Z 264 228 321 281 243 ZZ3 319 280 146 158 157 166 154 112 158 152 17G 164 149 119 169 156 146 118 168 !55 45 !~~~ ~i~ Figure 5-19.( ( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( CONDnIONS.

NORMAL REFER TO SHEET 1 FOR RPPROPRIATE NOTES RPPL1CflBLE TO THIS CHART 1900 RPM TEMP FUEL DEG C roROUE TOROUE 1750 RPM FUEL TORQUE 1600 RPM FUEL CRUISE PERFORMRNCE FT -lBS -5 BSS ~~~N 216 234 226 251 224 266 235 KTRS 55 165 161 172 160 111 164 158 191 171 154 182 169 152 FT-LBS 947 1049 1005 11'14 FLOII fPH 216 234 225 251 2'13 220 266 .• 7500 POUNDS INERTIAL SEPARATOR . 254 217 UOO 915 -54 1281 1100 910 291 252 216 1000 985 1228 1100 910 1316 1200 1000 960 1359 1200 1000 950 . Cruise Performance (Sheet 12 of 13) 5-42 1 April 1998 For Training Purposes Only . 251 229 225 266 227 220 293 244 212 290 261 224 209 m 15 46 158 151 166 156 154 111 155 152 175 IGZ 148 116 168 153 146 ( Figure 5-19.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) PRESSURE ALTITUDE 22000 FEET CONDITIONS . 241 215 294 259 220 212 291 257 218 209 HAS 152 163 158 110 157 156 115 165 153 179 171 155 151 190 169 154 149 FT-lBS 1004 1111 1095 1211 1100 1015 1299 1100 1065 1390 1200 1030 1436 1300 1100 1015 FLail PPH KTAS -IS -25 :~6 45 1076 940 1156 1000 935 1241 -35 -45 222 294 .

LBS ~~S RP" FUEL FLOW PPH 203 KTAS 47 159 156 lG6 15Q 171 ISZ 151 175 160 149 114 160 147 'O~ 1&S 1St ( ( -40 .( ( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( CONDITIONS.NGR"AL CRUISE PERFORHANCE ( ( REFER TO SHEET 1 FOR IPPROPRIRTE NOTES APPLICRBLE TO THIS CHRRT TORQUE F1-LBS 6. Cruise Performance (Sheet 13 of 1 3) 1 April 1998 5-43 For Training Purposes Only .~ 220 210 235 Z06 Z49 220 Z02 2G6 239 199 264 231 198 163 159 110 156 17~ 162 153 119 169 151 117 ~~i 1045 1015 1131 1005 1213 1100 985 1298 1100 965 1295 1100 955 220 215 235 210 2~9 226 204 265 225 199 Z63 Z23 197 ( ( ( ( ( ( ( ( ( ( Figure 5-19. 7000 POUNDS TE"P OEG [ PRESSURE RLTITUDE 24000 FEET INERTIAL SEPARATOR . 7 921 890 1005 81S 1078 900 880 1158 1000 850 1154 900 RP" FUEL FLOW PPH 2Z0 211 235 ZOB 2~9 ( ( KrAS Ljij 'ORQUE FT-LBS 89 !l96 935 1069 925 1146 1000 910 1229 1100 900 1225 1100 900 -20 -3~ 750 RP" FUEL FLOW PPH ~Q~ 60 KTAS L~~ TORQUE fl .50 -54 ( ( 213 208 266 Z32 202 265 172 159 177 150 158 Ul 1&8 153 ( 1~~~ ~~~ no ~.

..) With Inertial separator in BYPASS or cabin heat on.200 Nautical Miles (Sheet 1 of 2) ( 5-44 For Training Purposes Only 1 April 1998 .~ 60 w 60 ~ ./ .. Fuel and Time Required .~~ V V V ~ . descent 10 sea level and 45 minutes reserve.0 000 ~~\- I:::.0fooO .. takeoff..200 Nautical Miles) CONDITIONS: 8000 Pounds 1900 RPM Iner1ial Separator · Normal NOTES: 1..Maximum Cruise Power 40 ./ v ~ I 21il1il I k. . taxi..) Fuel required includes the luel used for engine slarl. increase time by 3% and fuel by 2%..Jfi01i1 ..../~~ ~ r:::: . t21i11i1 Standard Temperature ( ( l lllllllil ( S~. ' NAUTICAL MILES . ~ V I 60 I ( DISTANCE .- ..\. ~lJ0 " < . ~ V ~. 2.'7 I . maximum climb Irom sea level..~v ---:v I-"" V- V ...SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER (40 .. Time required includes the time during a maximum climb and descent./ .:: ~"'" I!'lli~ . 1 / '" f. ~- -1- ~4 121 2o ( 60 ( /' 1Il~ ~ ../ l-'::~ I--./ --I 40 I-:: jjlillil .Figure 5-20.€ ./ ~ . ~20 V V V /' II / V V / V / 1/ i/ /' i/ I to ' / 0$/ .

~ ~I Pj 60 17 DISTANCE . Standard Temperature ( ( \ 2400 o· I 2000 1/ ( ( / II!!!! :r !j &'«'.) With inertial separator in BYPASS or cabin heat on. 1/ 1/ ' V I . maximum climb from sea level.Maximum Cruise Power 200 . increase time by 3% and fuel by 2%. taxi.ill-<. Time required includes Ihe lime during.. Fuel and Time Required .'" ~ . I/." 17 1/ ~ 17 1/ 1/ D 1/ 1/ D 17 OV I". a maximum climb and descent. Vi. 2. takeoff. IOrI . 6 ~ . • 400 SEA LEVEL ~ 5 4 ~OP' " ~ VI.) Fuel required includes the fuel used for engine start...-' 3 = .1000 'Nautical Miles (Sheet 2 of 2) 1 April 1998 For Trainin!! Purposes Only 5-45 .:. w 2 ...liJ..NAUTICAL HILES Figure 5-20.( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD ( SECTION 5 PERFORMANCE ( ( ( ( ( ( FUEL AND TIME REQUIRED 1'< ~. . ". 8000 Pounds 1900 RPM MAXIMUM CRUISE POWER (200·1000 Nautical Miles) CONDITIONS: Inertial Separator . descent to sea level and 45 minutes reserve.Normal NOTES: 1.<:) ~'\ V V -I 1/ V 0& ( ( 7 ~'\ 1-\) 0\l9 ~..

l 1""" . lmum cllJTtl and descent...."\\il..f '"--"j " ~ V DISTANCE .. 1200 Standard Temperature ( 1000 ( ~611l0 t§.~ v "- e()..imum climb from sea level....f>.600 V ./ v 40111 v ~ . Fuel and Time Required . takoaH.-::.200 Nautical Miles) CONDITIONS: 8000 Pounds 1900 RPM inertial Separator . Time required includes Ihe time during a ma..) Fuel required includes the fuel used fo r engine start.) Wilh in ertial separator in BYPASS or cabin heat on... f>.-.200 Nautical Miles (Sheet 1 of 2) 5-46 For Training Purposes Only 1 April 1998 . i.. 2 .-: k-'" k:: ~ >--::~~ I 40 I 211l I 1Il0 i"" 211l11l II II II . / ~ ""..Maximum Range Power 40 .'-::':'" \. increase timo by 3% and fuel by 2%.F" .. .. O\:.. (jill ~ .SECTION 5 PERFORMANCE WITHOUT CARGO POD C"ESSNA MODEL 208 (675 SHP) FUEL AND TIME REQUIRED MAXIMUM RANGE POWER (40 .V ~ ~~ {'l.. ..9lk ~ -. ~ 0 15 4 o II V 2o lr II I :1 II !/ I V V V V V V V V V v /" V V V V / V 1/ 1/ / V / 1/ V / / 1/ '" 60 .S ~ ...NAUTICAL MILES Figure 5-21. ta... descent to sea level and 45 minutes reserve. ma..Normal NOTES: 1..

Maximum Range Power 200 . lL I".1000 Nautical Miles (Sheet 2 of 2) 1 April 1998 For Trainine Purposes Only 5-47 . fTJ 1/ . !l01i1 1/ V 1"11 V V V 1/ IL 7 .0 ( ( .o~ ( ~0111 il. increase time by 3% and fuel by 2%.§J(!:".. ~~ 0«-. descent to sea level and 45 minutes reserve. V II !71'li P)' 1/1. maximum climb from sea level...'<> V 4 3 1-1- -1-1- .r.NAUTICAL MILES Figure 5-21. 2.o. takeoH. taKi.~:z.. Fuel and Time Required . ~ ~\-..Jo!"olfl c.. 1-1- 6 5 ( ( P.) Fuel required includes the fuel used for engine start.. V V V 1/ 1/ ~ 2 1 V 1/ V 1/ J V Ii I".f 103. Time required Includes the time during a maximum climb and descent.11 II V V '" 611 I V Ii lL lL IL l[ DISTANCE .) With inertial separator in BYPASS or cabin heat on.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( FUEL AND TIME REQUIRED MAXIMUM RANGE POWER (200 -1000 Nautical Miles) CONDITIONS: 8000 Pounds 1900 RPM Inertial Separator ..Normal NOTES: 1...-~" s-fJ V IL f-t. 2~11I111 Standard Temperature ( ( ( ( ( ( 211100 1/ 1/ V ( ~ 12111111 <'d (v.~9 ~?Y "....

( ( 25000 IIIIII 1111 II 1-H-H-H-l++-H-'H-+++-H-+++174 KTAS+-H-++++Jf. climb and descent.I.f' ff'.NAUTICAL MILES Figure 5-22. With the inertial separator in BYPASS or cabin heat on. This chart allows for the fuel used for engine start.IH.J « ::J HH++H++H-H-H4+H~ CT!<J~!:A4+HH++HH++H++H4+H~ ~~ 'I 18S KTA~ 10000 H+H+++++++H-Jt:. .M+H-+H+H++IH+l++f-l++H-+++-l I+++H-H-I-I++I-ll. The distance during a maximum climb and the distance during descent are inCluded .+l-t-H-I+WH-+++'H+-H-'H-H 5000 1111 IIII SL 600 171~TrfHHY+~H++H~+l-HK+l-HH++~H-+~H-+~H++4 ~IHI~I+I+I~I~~~+~115rr~t~~+++HH-+++HHH+~H+~~ 700 fl00 ' 900 11111110 1 100 1200 I 300 11100 1500 1 60111 T RANGE .. decrease range by 2% ..J+H4.. 8000 Pounds 1900 RPM Standard Temp Zero Wind Inertial Separator ..-j:·W nfS 1-H-I++-HI++-H-H4...Normal NOTES.'t . ~~ ~~4'++HH+++hH4~H4~~ I-H-I++++-I+H-l-H-J~~'uQ. Range Profile 5-48 For Training Purposes Only 1 April 1998 . 2. . .. taxi.I>+l-H-H-++H 15000 0 .J... ~~'r4-l+l-H+++-II-+++HH-++HH++-H++-1-t-l 118flKlAS ~t+1~~H-t+HH++t-t-H-I++H-I++-H-I+~~ . 1.. w lL w w H-l1++++4-++++4++-1182 KTAS-I-I-hl''-I-I-'I++......SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( RANGE PROFILE 45 MINUTES RESERVE 2224 LBS USABLE FUEL CONDITIONS ... takeoff.lf4160 KTA..J+++!+++-H*+-lA-1+I-I158 KTAS-HH-I-+H 2ililil0 ..! 156 KTAS·t+1H-t+t-H-t-t+H-t+H ~ + ~ I # tfHl.

25111111111 ( ( ( ( ( ( ( ( 201110111 ( ( ( tlJJ lJJ LL.:s «. With the inertial separator in BYPASS or cabin heat on. taxi.p..HOURS Figure 5·23.1lI 7.~ < .rf:)'" ~~ 51/1111111 ~?- -S>~ ( ( SL 4. 2.111 5.III 9.~ ~ ~~ .J . Endurance Profile 1 April 1998 For Traininl! Purooses Onlv 5·49 . decrease endurance by 2%."" 0':.~ .111 B.Normal NOTES: 1.111 B. This chart allows for the fuel used for engine start.( ( ( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ENDURANCE PROFILE 45 MINUTES RESERVE 2224 LBS USABLE FUEL CONDITIONS: 8000 Pounds 1900 RPM · Standard Temp Inertial Separator . lJJ CJ 15111111111 v~ . The distance during a maximum climb and the distance during descent are included. takeoff.111 ENDURANCE . climb and descent.' ~~ ~ ( ( ::J tt- Ul1ll01ll #.s.

FUEL AND DISTANCE TO DESCEND ( CONDITIONS: Flaps Up 8000 Pounds 140 KIAS Above 16. ( ( NOTE Distances shown are based on zero wind.000 4. Time.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675SHP) TIME.000 feet.000 Sea Level 30 25 20 15 10 5 0 118 102 86 65 45 23 a 91 · 7S 59 43 28 14 0 . 160 KIAS Below 16.000 8. ( ( ( ( Figure 5-24.000 16.000 12. Fuel and Distance to Descend 5-50 For Training Purposes Only 1 April 1998 .000 20.000 feet Power Set for 800 FPM Rate of Descent 1900 RPM DESCEND TO SEA LEVEL TIME (MIN) FUEL USED (POUNDS) DIST (NM) ( ( ( PRESSURE ALTITUDE (FEET) 24.

Those distances which are included but the operation slightly eKceeds the temperature limit are provided for interpolation purposes only . Short field technique as specified in Section 4.0 <.000 11.Idle after clearing obstacles..0 co cO' c:.nots. Level. BET A range (lever against spring) after touchdown. .S· ~ ~ c.000 12.nots headwind.. increase distances by 10% for each 2. LANDING DISTANCE MAXIMUM WEIGHT 7800 LBS SHORT FIELD ________________________________ -L <.. Where distance values have been replaced by dashes. . Propeller Control lever ...5 k.. 3. Decrease distances 10% for each 11 k. ... .. For operation on a dry. 1525 1565 1605 1645 1690 1735 1785 1835 1885 1935 1990 2050 2110 915 9SO ' 985 1025 1065 1565 1605 1645 1690 1735 1785 1830 1885 1935 1990 2045 2105 2170 705 730 755 785 815 845 875 910 945 985 1020 1060 1105 725 755 780 810 840 875 910 945 980 1020 1060 1100 1145 1645 1690 1735 1780 1825 1875 1930 1980 2040 2095 2155 2220 2285 7SO 780 810 840 1685 1730 1775 1820 1870 870 905 940 975 1015 1055 1095 1135 1185 1925 1975 2030 2090 21SO 2210 2275 2340 - -' .. For operation with tailwinds up to 10 k..~ 775 805 835 865 900 935 970 1005 1045 1725 1770 1815 1865 1915 1970 2025 2080 2140 o "0 o o Ci) :tJ (J'\ (J'\ -'" . operating temperatUre limits of the airplane would be greatly exceeded. 2.. 6. increase distances by 40% of the 'ground roll" figure..L 1000 2000 3000 4000 5000 6000 7000 8000 9000 10. - - S' 0 Cj)' SPEED WEIGHT LBS AT 50FT KIAS /Q C 0 = "" ~ ~ ~ ~ (") PRESS ALT fT -10OC GRD ROLL FT 655 675 700 730 755 785 815 845 880 915 950 985 1025 TOTALFT TO CLEAR 50 FT OBS O'C GRD TOTALfT ROLL TO CLEAR 50 FTOBS FT 680 705 730 755 785 815 845 880 GRD ROLL FT 10'C TOTAL FT TO ClEAR 50 FTOBS 1605 1645 1690 1735 1780 1830 1880 1935 1985 2045 2100 2165 2225 2O'C GRO ROll FT TOTALFT TO CLEAR 50 FT OBS GRO ROLL FT 3O'C TOTALFT TOClfAR 50 FTOBS GRD ROLL FT 40'<: TOTAL fT TO ClEAR 50 FTOBS o c: o ~ :J: =i ~ -I 7800 78 S.. <C 1.: "T1 CONDITIONS: Flaps 30· Power lever . grass runway. 4. If a landing with flaps up is necessary. Dry Runway Zero Wind NO~S:------------------ CD (J'\ N ..ing Paved.000 (l) 11) 0 !< = en ::::T co ~ 0 ~ - .-'.." -. == ~ "!l ~ ~ ~ I :. 5.nots. increase the approach speed by 15 KIAS and allow for 40% longer distances. Use of maximum reverse thrust after touchdown reduces ground roll by approximately 10%."0 » ~. .MAX Maximum Brak.

C. 1000 890 925 960 570 590 2000 3000 2~ "0 4000 5000 6000 7000 8000 9000 10.000 11...10 655 680 705 730 760 785 815 850 880 915 955 990 "'T1-f JJ(") ..s:Z 30'C GRO TOTAL FT ROLL TOClfAR FT 50 FT OBS 705 730 760 785 815 845 880 915 950 985 1025 1065 11....000 » ~ . 895 1905 930 1960 960 2010 995 2065 1030 1790 1835 1890 1940 1995 2055 2115 - 875 910 1565 1605 1645 1690 1735 1780 1830 1880 1935 o o C - CO to to . Q 01 !J1 Dl N r::::l 0. SHORT FI ELD REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES SPEED WEIGHT LBS 7300 AT 50FT KIAS 75 PRESS ALT FT GRD ROU FT S10 635 -1O'C TOTAlFT TO ClEAR 50 FTOBS 1450 1490 1525 1565 lS10 1650 16$ GRD ROU FT 635 660 0JJO :.000 S.--------.... 20'C GRD TOTALFT ROU TO CLEAR FT 50 FT OBS 680 705 735 760 790 820 1565 1605 1650 1690 1735' 1785 4O'C GRD TOTAL FT ROU TO CLEAR FT 50 FT OBS 730 755 785 810 845 875 910 945 980 1640 1685 1730 1775 1820 1870 1925 1975 2030 m (") Z »01 S.... O"C TOTAl FT TO CLEAR 50 FTOBS 1490 1530 1570 1610 1650 1695 1745 GRD ROU FT 660 685 710 735 760 790 820 10'C TOTAL FT TOCLEAA 50 FT aBS 1525 1565 1610 1650 1695 1740 .---.11 C. ...." "' . . 610 635 660 685 710 735 785 795 825 860 825 .L 1000 = :i' S· Q 2000 3000 4000 5000 6IiO 685 710 735 685 710 735 765 IJQ S· CO 1605 1645 1690 1735 1780 :E :::J: -t "'Q til c .l.11 . I\) -ocn mm LANDING DISTANCE to· e . CD "'T1 7300 LBS AND 6800 LBS ._-..000 11. 855 890 925 960 1000 590 610 635 660 685 710 735 765 795 825 795 1790 1840 1890 1945 2000 20~ 1790 1840 1890 1940 2000 2055 2115 1455 1495 1535 1575 1615 1660 1705 1750 1800 1850 1900 1955 855 885 920 960 995 1035 610 635 850 885 920 955 990 1030 1070 635 655 680 705 1160 890 1420 1455 1495 1535 1575 1615 1660 1705 1750 1800 1850 1905 660 685 710 735 765 795 825 735 760 790 820 855 B85 920 960 855 B90 925 1835 1885 1935 1990 2050 2110 2170 1490 1530 ..-.-. 1570 1610 1655 1700 1745 1795 1845 1895 1950 2005 1830 1880 1930 1985 2040 2100 2160 2225 1530 1565 lS10 1650 1695 1740 =t o C :t- o - - ::u G> 675 700 730 755 785 815 845 - .000 12.." . > ... "'CI = -< '" 0 til 0 (ij.. :::l (') 6000 7000 8000 9000 765 795 825 855 1745 1790 1840 1895 1950 2005 1385 1420 1455 1495 1535 1575 1615 1680 ' 1705 1755 1805 1855 Dl CD en ::::r ~ I\) 6800 72 CD 10.000 12.

2. FOR OPERATIONS ABOVE 40"C AND BELOW THE TEMPERATURE OPERATING LIMITATIONS.---5115 1530 1615 1105 1805 1915 2030 2155 2940 3285 4180 1"~" 1450 2550 1515 1715 1890 3375 2100 3795 ~~~~ . THOSE DISTANCES WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY 6. DECREASE DISTANCES 10% FOR EACH 11 KNOTS HEADWIND. ---. FOR OPERATION WITH TAILWINDS UP TO 10 KNOTS.~ 21B5 3855 175 1380 820 1455 870 1535 925 1620 1115 1 1 A15 1115 1925 1190 2045 1210 2115 1360 2315 1495 2550 1655 2840 1835 3175 ~m ~~~g 3125 4180 <17<10 5415 1725 2040 2160 2295 2435 2590 '195 3110 i~~g 4295 4865 5510 6445 1815 2150 2115 2390 3345 1025 1230 1310 1395 1490 2015 ~~~~ 2930 970 1160 1235 1315 1405 ~~~~ ~g~~ m~ ~~~~ mg m~ 2515 3560 mg 3500 3925 ~~~~ 44'1n 2115 5035 3040 5175 3il15 6730 3855 7995 1085 1915 2025 }~~~ 21110 1305 2270 1390 2415 1515 2S110 1670 2925 2280 4125 4680 5365 3205 6215 915 1610 915 1100 1035 1795 1100 1900 1115 20Z5 1280 2205 1410 2435 1555 1720 1910 3375 FT 50 fl 1345 2380 1445 2550 1570 2180 1105 3035 3320 3640 2240 4010 2495 4615 ~~~~ ---1145 g~~ ---.--_. INCREASE .O. WITH TAKEOFF ' POWER SET BELOW THE TORQUE LIMIT (1865 FT·LBS). MULTIPLY TAKEOFF DISTANCES AT 40' C BY 1.---- .--' ?34 ---. FOR OPERATION ON A DRY. ~~i~ ~~~~ :~~~ ~~~~ 4425 1455 1535 1&20 1110 1815 1920 2040 25B5 2195 870 ~~~ 2460 820 870 925 985 1045 1115 lI85 1265 1365 1510 1665 1850 2060 --------.( ( C. WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES.g ~~:~ .---- ~~~~ 910 1690 1040 1125 1220 2125 1325 2310 1440 2515 1590 2185 1760 3115 i~~~ ~--- . Takeoff Distance .------.---m~ ~~~g ---. 4.------- ~~~ 10<10 1110 1180 1260 1~ 10 ~~~~ i~~~ m~ 1690 3615 m~ ~~~~ 2330 ---. ~~. Figure 5-26. DRY RUNWAY ZERO WIND NOTES : 1 USE SHORT FIELD TECHNIQUES AS SPECIFIED IN SECTION 4 .~~~ 11~ 3065 ~~70 <15 \" ]: 4070 1545 1635 lJ25 1820 1930 2045 2165 2300 2445 2605 9000 1775 2310 860 1030 1095 HS5 1240 1320 1410 1510 1615 1760 1950 730 115 820 810 1555 1660 _1775 3100 1900 2890 l~~gg ~~~~ i~~~ 1 5 0 0 10 BO ( ~~gg ~.-.2. ( ( I ( ( ( ( ( WI I ~~~~~r LE KIAS Al 50 F 8 72 82 0 0 0 RESS AL T -10'C I O'C FT 50 FT 1010 1925 1135 2035 1210 2155 1285 2280 2725 10'C 20'C 30'C oRu ROLL 40'C CWU l'OIRl ROLL TO b~~ FT ~~~L '~~HL FT 50 FT SL 1010 1820 1000 1070 1925 200C 1135 2035 3000 1205 2150 6000 1460 1555 2570 ~~~L I. INCREASE DISTANCES BY 1(1% FOR EACH 2 KNOTS . INCREASE DISTANCE (BOTH GROUND ROLL AND TOTAL DISTANCE) BY 3% FOR INERTIAL SEPARATOR IN BYPASS AND INCREASE GROUND ROLL 5% AND TOTAL DISTANCES 10% FOR CABIN HEATON.1O 70 ( DODO IIOOC ~~j8 1 0 0 0 67 3390 2000 1305 77 SL 1375 1000 1450 200e 1535 3000 1620 4000 500t .--.DISTANCES BY 15% OF THE -GROUND ROLL' FIGURE.1715 6000 1050 1820 7000 1930 BoDe 2050 9000 1215 2180 1360 l~~g~ 1480 2000 1640 2810 m ~~~~ mg 3300 3660 ~~~~ <1120 2595 4665 915 1635 910 1725 1030 1825 1095 1930 1165 2045 1240 2165 1320 2300 1410 ' 2445 1505 2600 1610 2770 1770 19S:.AL TO ~~~L rr 1135 1205 1285 1365 1655 1765 1 ~I 0 ~~Hl 50 FT 2035 2150 2275 2415 i' ~~g~ ~m ~~~~ 1~~~ ~~~~ ~~~~ ~~gg 200 SL 3000 4000 5000 6000 1000 BOOU 9000 I~~n mg FT SO FT 1205 2145 1280 2270 1360 2405 1450 2550 1755 1940 7150 ~~~L '¥~AL II~~AL 50 FT 2260 fT 1215 1355 1~~0 ~. GRASS RUNWAY. SSNA E MODEL 208 (675 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE SECTION 5 PERFORMANCE ( ( ( ( ( (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) SHORT FIELD CONDITIONS: FLAPS 20 DEGREES 1900 RPM INERTIAL SEPARATOR· NORMAL CABIN HEAT · OFF TORQUE SET PER FIGURE 5·8 PAVED.Short Field Revision 6 For Traininp Pnrnnses Onlv 5-53 . 5.-------. 3.------.--. 2010 2155 1790 }~~~ ~~:~ ~~.~~. lEVEL. ~~~ 2690 1535 1915 1~. OPERATlM3 TEMPER ATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED.---2655 4920 ---.g ~~~~ ---.

. . Takeoff Distance· Flaps Up 5-54 For Training Purposes Only 1 April 1998 .__-1.NORMAL CRB I N HEAT . THOSE DISTANCES HHICH ARE INCLUDED BUT THE DPERATION SLIGHTL Y EXCEEDS THE TEMPERATURE II MIT ARE PRDV IDEO FOR I NTERPDLAT ION PURPOSES ONL Y. 2000 3200 5455 3545 6125 3945 6955 89 104 Sl 1430 2535 1520 2675 1610 2825 1700 2975 2000 1600 2810 1700 2975 1800 3140 1905 3310 400U 1795 '3130 1910 3315 ?O?S . I .~ ~lOrJ 1:745 lj095 [3D40 5L~!l p375 .. .. 89 104 SL 1325 2350 1405 2480 1490 2620 1575 2755 2000 1480 2605 1575 2755 1670 2910 1765 3065 4000 1665 2900 1165 3070 1875 3245 1985 3425 600n IB70 3240 1990 3435 2110 3630 2235 3835 BI~~~I! 1l~ 3630 25(:: 4340 2775 4765 ____ Il. INCREASE 0 IS TANCES BY lOY. GRASS RUNIIAY. INCREASE DISTANCE IBOTH GROUND ROLL ANO TOTAL DISTANCE I BY 3Y.------ ( ( i I -_.__ .50S . 2. 1 @~i'l 122451I 3850 12385 I 4080 1 ---. FOR OPERATIONNITH TAILWINDS UP TO 10 KNOTS.. FLAPS 0 DEGREES 1900 RPM I NERTf AL SEPARATOR .------.. WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATL Y EXCEEDED.__ __El_'-1 .2305 3975 6000 2175 3760 2315 3985 2455 4220 2605 4455 8000 2455 4220 2615 4475 21BO 4745 lOOOO 2785 4750 2965 5050 3235 5545 . DECREASE OISTANCES 10% FOR EACH 11 KNOTS HEADWINO.OFF TDROUE SET PER FIGURE 5-8 PRVED.------. WITH TAKEOFF POWER SET BELOW THE TORDUE LIMIT 11865 FT-LBS I._ .SEPARATOR IN BYPASS AND INCREASE GROUND ROLL 5% AND TOTAL OISTANCE 9% FOR CABIN HEAT ON. . 4. LEVEl..SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED (GROUND RDLL DISTANCE AND TOTAL DISTANCE TD CLEAR 50 FEET) FLAPS UP COND IT IONS._---.------.' ... INCREASE DISTANCES BY 15% OF THE "GRDUNO ROLL' FIGURE. DRY RUNHAY ZERO WIND NOTES: 1. FOR EACH 2 KNOTS.<. 5._-.21A5 3695 6000 2020 3500 2150 3710 2285 3925 2420 4145 8000 2285 3925 2430 4160 2580 4410 LOOOO 12585 4415 2755 4690 3000 5150 2000 2910 5065 3290 5690 3660 6455 ---. USE TYPE II OR TYPE IV ANIT-ICE FLUID TAKEOFF TECHNIDUES AS SPECIFIED IN SECTION 4. 3. FOR OPERATION ON A DRY.. TAKEOFF DISTANCE WEIGH LBS 8000 7500 7000 TAKEOFF _10· C O·C -2D·C 10·C SPEED PRESS KIAS AU GRD TOTAL GRD TOTAL GRO TOTAL GRO TOTAL IF AT FT ROLL TO ROLL TO ROLL TO ROLL TO FF o F FT 50 FT FT 50 FT FT 50 FT FT 50 FT B9 104 SL 1535 2720 1630 2875 1730 3035 1830 3195 2000 1720 3020 1830 3195 1940 3375 2050 3560 4000 1930 3365 2055 3565 :>180 3765 . _ u I 1 ----I Figure 5-27. FOR INERTIAL .! .L:>S05 ( ( ---.ll.

PRESS CLIMB RATE OF CLIMB . l~C BOOO SL lOiS 1065 1055 1030 1010 92 2000 1055 1040 1030 1005 92 930 11000 1030 1015 1000 975 91 830 6000 1000 9B5 970 940 91 no 9iO BODO 90 955 940 805 575 10000 BB 920 860 935 660 435 710 12000 B7 B80 800 515 300 7500 SL 92 1195 1180 1170 1150 1125 2000 11iO 91 1160 1145 1125 1050 1I000 11115 90 1135 1120 1095 9115 6000 1120 1105 1090 1060 90 830 8000 88 1085 1070 1055 920 680 975 87 1050 1035 770 535 10000 910 820 620 395 12000 995 85 1325 1315 1305 1280 1260 7000 SL 91 2000 90 1300 1290 1280 1255 1180 /1000 1280 1265 1255 1225 1070 89 950 6000 89 1250 1235 1225 1195 795 87 1220 1205 1190 1045 8000 890 6115 10000 86 1185 1170 1105 945 735 tl95 8t1 1130 lOtiO 12000 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( (~/ Figure 5-28. DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHART. THIS POHER SETTING IS LIMITED TO 5 HINUTES.NORMAL ZERO WIND NOTESr 1.( ( CESSNA MODEL 208 (675 ( SHP) CARGO POD INSTALLED PERFORMANCE SECTION 5 ( ( ( ( RATE OF CLIMB . OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. HHEN ITT EXCEEDS 765°C.TAKEOFF FLAP SETTING FLAPS 20° eONO I TIONS: TAKEOFF POHER 1900 RPM INERTIAL SEPARATOR . WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.Takeoff Flaps Setting 5-55 For Training Purposes Only 1 April 1998 .FPM WEIGHT ALT SPEED O"C 20 C liD C LBS FT KIAS -20"C -. 3. Rate of Climb . THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEo~ THE TEMPERATURE LIMIT ARE PROVIOEO FOR INTERPOLATION PURPOSES ONLY. WITH CLIMB POWER SET BELOW THE TORQUE LIMIT. 2. DECREASE RATE OF CL!MB BY 20 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 FPM FOR CABIN HEAT ON.

SETTING IS LIMITED TO 5 MINUTES. 3. IolHEN ITT EXCEEDS 765°C. 2.TAKEOFF FLAP SETTING FLAPS 20 0 CONDITIONS: TAKEOFF PololER 1900 RPI1 INERTIAL SEPARATOR . : . ( Figure 5-29. WHERE RATE OF CLII1B VALUES HAVE BEEN REPLACED BY DASHES . Climb Gradient .NORMAL ZERO HIND NOTES: 1. 465 670 740 '11 12000 i ( ( ( ( ( ( ( ( ( ( ( { ( ( ( ( ' {-~:.FliNN CLlI1B PRESS SPEED WEIGHT ALT (loC 20 C 40 C -20 C . THOSE RATES OF CLII1B WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEED! THE TEI1PERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY. nPERAIING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. THIS POHER. DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHART .Takeoff Flap Setting 5-56 For Training Purposes Only 1 April 1998 . CLIMB GRADIENT .10 C KIAS FT LBS 705 785 745 810 77 830 8000 SL 635 740 700 765 785 76 2000 655 550 700 720 740 76 4000 465 615 655 675 695 76 6000 370 510 610 630 650 76 BODO 275 540 410 585 610 76 10000 190 435 315 495 76 555 12000 845 805 890 915 74 940 SL 7500 800 725 845 865 890 74 2000 640 795 750 820 74 845 4000 745 iDS 550 '170 795 74 6000 440 700 595 720 745 74 8000 345 4B5 675 625 700 74 10000 250 515 3B5 640 580 73 12000 915 1010 960 1035 1065 7000 SL 72 960 910 830 985 1010 n 2000 860 740 905 930 960 4000 72 640 855 810 B80 905 6000 n 525 805 690 830 855 8000 n 420 575 775 725 800 10000 '11 320 605 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED CLIMB GRADIENT . HITH CLIMB POWER SET BELOW THE TOROUE LIMIT. DECREASE RATE OF CLIMB BY 10 FT/NN FOR INERTIAL SEPARATOR IN BYPASS AND 30 FT/NM FOR CABIN HEAT ON.

61. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. -- -- -- Figure 5-30. 2. Maximum Rate of Climb . AN APPRECIABLE RATE OF CLIMB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED OR OPERATING TEMPERATURE LIHITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. TORDUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765'C OR NG OF 101.( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( . DECREASE RATE OF CLIMB BY 3D FPM FOR INERTIAL SEPARATOR IN BYPASS AND 65 FPM FOR CABIN HEAT ON.' "F' MAXIMUM RATE OF CLIMB FLAPS UP CONDITIONS. 3. WITH CLIMB POWER SET BELOW THE TOROUE LIMIT.FPM WEIGHT All SPEEO LBS FT KIRS -1I0'C -20'C o C 20'C 40 C 8000 107 1220 1205 SL 1190 1170 925 4000 105 1185 1165 1145 1025 645 BODO 1140 1115 1030 103 735 390 lOBO 12000 99 945 725 460 155 820 16000 95 640 430 -185 20000 515 345 140 91 -24000 87 230 65 7500 1340 1325 1310 1295 1035 SL 107 11000 104 1305 12B5 1265 11115 745 8000 102 1260 1235 1150 840 480 12000 99 1200 1060 835 555 235 930 745 16000 94 530 270 620 440 20000 90 230 '..211000 325 86 155 -1475 1465 1450 lil30 1160 7000 SL 106 14110 1425 1405 1280 11000 104 850 1400 1375 1285 575 8000 101 960 1340 1195 955 12000 98 660 325 1060 860 635 365 55 16000 93 545 70 '135 325 20000 89 -425 24000 250 35 85 -- \ ( ( ( ( ( ( ( ( ( ( ( ( l" \.t.Flaps Up 1 April 1998 Fnr TraininlJ Purnoses Onlv 5-57 . ( -- - --- ( ( ( . PRESS CLI MB RATE OF CLIMB . THOSE RRTES OF CLIMB WHICH RRE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPE~ATURE LIMIT ARE PROVIDED FOR INTER~OlATIO~ PURPOSES ONLY. 1900 RPM INERTIAL SEPARATOR .NORMAL ZERO WINO NOTES I 1.

WITH CLIMB POWER SET BELOW THE . [LIMB GRADIENT .NORMAL ZERO WIND NOTES I 1.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED MAXIMUM CLIMB GRADIENT FLAPS UP CONDITIONS: TAKEOFF POHER 1900 RPtI INERTIAL SEPARATOR . 00 NOT EXCEED TOROUE LIMIT FOR TRKEoFF PER ENGINE . OPERATING TEMPERATURE LltlITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. Maximum Climb Gradient . 2. TOROUE FOR TAKEOFF CHART. THIS POWER SETTING IS LIHITED TO 5 MINUTES. DECREASE RATE OF CLIMB BY 10 FT/NM FOR INERTIAL SEPARATOR IN BYPASS AND 40 FTINM FOR CABIN HEAT ON.Flaps Up. 3. WHEN ITT EXCEEDS 76S·C. 5-58 For Training Purposes Only 1 April 1998 . WHERE RATE OF CLltlB VALUES ~AVE BEEN REPLACED BY DASHES. THOSE RATES ofCLIM6 WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEED~ THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY.FT/Nt! PRESS CLIMB WEIGHT ALI SPEED FT KIAS o C 20·C 4()·C LBS -20C -10 [ 760 730 7BO 580 8000 SL 90 800 690 485 2000 765 745 725 90 4000 705 690 605 400 90 725 650 6000 670 515 315 89 690 585 425 245 8000 89 650 635 490 10000 88 615 555 340 180 12000 400 260 88 525 460 110 7500 SL 89 890 870 850 815 655 2000 815 775 855 835 560 88" 4000 775 88 795 6B5 465 815 735 6000 87 175 755 585 380 8000 665 87 735 715 490 300 10000 86 695 635 560 405 230 4S5 12000 535 86 600 320 160 7000 87 975 745 SL 995 955 915 2000 87 955 935 910 875 640 11000 870 86 890 775 5110 910 6000 870 830 670 450 86 850 8000 85 825 805 750 570 365 10000 785 645 475 B5 720 295 540 12000 84 615 385 215 680 (' Figure 5-31.TOROUE LIMIT.

PRESS CLIMB RATE OF CLIMB . ( ( ( SL 2000 ~lOOO ( ( ( 6000 8000 10000 12000 7000 1195 1155 1115 1435 1410 1380 1355 1320 1280 1240 SL 2000 11000 6000 8000 10000 12000 ( . ./ 1140 1110 1080 1045 955 755 1280 1255 1225 1195 1155 1060 850 1405 1380 1350 1320 1280 1180 955 1115 1080 1025 830 635 440 1255 1225 1195 11110 930 725 520 1385 1355 1320 1265 1040 825 605 965 800 630 445 265 90 1230 1075 900 715 - 495 3<10 180 10 --- 735 520 330 145 1355 1190 1005 810 ..NORMRL ZERO WINO NOTES. 1.6r. 3.605 400 205 570 1105 235 60 --- 830 655 1180 300 110 --- Figure 5-32. AN APPRECIABLE RATE OF CLIMB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED OR OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. THOSE RRTES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERRTURE LIMIT ARE PROVIDED FOR INTERPOLATIO~ PURPOSES ONLY.( ( ( ( ( /.Flaps Up 1 April 1998 For Training Purposes Only 5-59 . Cruise Climb . TORQUE SET AT 1865 FT-lBS OR lESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 76S·C OR NG OF 101.- CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( { CRUISE CLIMB FlRPS UP CONOI TIONS: 1900 RPM INERTIAL SEPARATOR . DECREASE RATE OF CLIMB BY 50 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 70 FPM FOR CABIN HERT ON. WITH CLIMB POWER SET BELOW THE TORQUE LIMIT. 2. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.FPM WEIGHT SPEED RLT KIAS -<10"C -zo C LBS FT o C 20 C 40 C 1140 1115 8000 120 1190 1165 650 SL 2000 4000 6000 8000 10000 12000 7500 120 120 120 120 120 120 120 120 120 120 120 120 120 120 120 120 120 120 120 120 1165 1140 1110 1080 1045 1005 1305 1280 1255 1225 ( ( ( ( ( ( ( ( ( ( ( j~.. "<.

2 .BALKED LANDING FLAPS 30 0 COND IT IONS: TAKEOFF POWER 1900 RPM INERTIAL SEPARATOR . WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. WHEN ITT -EXCEEDS 765"C.FPM WEIGHT ALT SPEED 40·e KIAS O°C 2O·C LBS FT -20 C -10 C 970 7800 85 980 945 920 Sl 990 84 970 940 B45 2000 955 915 4000 B4 940 910 BB5 745 925 850 640 6000 83 910 895 880 BODO B2 880 860 845 715 500 765 10000 81 840 580 365 825 79 705 440 12000 785 625 235 7300 84 SL 1110 1095 1085 1060 1035 2000 83 1085 1070 1060 1030 960 4000 lOllS 83 1055 1030 1000 860 6000 83 1030 101.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( ( ( RATE OF CLIMB .5 1000 965 745 BODO 81 995 980 965 B25 600 10000 80 9110 880 465 960 685 79 12000 900 820 735 540 330 6800 83 12110 1225 1215 1190 1165 SL 2000 83 1215 1200 1190 1165 lOBS 4000 82 1190 1175 1160 1135 985 82 6000 1160 1145 1130 1100 865 BODO BO 1125 1110 1095 955 715 10000 19 1075 10lD 805 570 1090 77 12000 9115 655 430 1030 855 ( ( ( ( Figure 5-33.Balked Landing 5-60 For Training Purposes Only 1 April 1998 . PRESS CLIMB RATE OF CLIMB . OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. Rate of Climb . THIS POWER SETTING IS LIMITED TO 5 MINUTES . THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT TH~ OPERATION SLIGHTLY EXCEED! THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY. DECREASE RATE OF CLIMB BY 15 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 FPM FOR CABIN HEAT ON. WITH CLIMB POWER SET BELOW THE TOROUE LI~IT. DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TOROUE FOR TAKEOFF CHART.NORMAL ZERO WIND NOTES: 1 . 3.

Gr. AND DISTANCE NUMBERS BY 1% FOR EACH 1000 FEET OF CLIMB . FUEL. IJITH INERTIAL SEPARATOR SET IN BYPASS.-.CLIMB HAXIMUM RATE OF CL1HB CONDITIONS: FLAPS UP 1900 RPM INERTIAL SEPARATOR . CLIMB FROM SEA LEVEL 20 DEG ( B ELOW STANDARD 20 DEC ( ABOVE PRESS (LIMB STRNDARD TEI1P TEMPERATURE STANDARD TEMP All WE IGHT SPEED TIHE FUEL DIST TIME FUEL OIST TIME FUEL DIST FT K)AS MIN LBS NI1 MIN LBS NH MIN LBS NM LBS BODO SL 107 0 a 0 0 0 0 0 0 0 lIODO 105 4 25 II 6 26 6 ~ 29 8 8000 12000 16000 20000 103 99 95 91 87 107 lOll 2aooo SL 7500 1I000 8000 12000 16000 20000 211000 700() 102 99 94 90 86 106 104 101 98 93 89 50 76 15 105 21 ll10 33 192 0 D 3 22 45 6 ID 69 14 911 19 124 28 165 7 11 0 12 19 28 110 7 12 17 26 62 0 5 11 42 0 3 7 10 17 25 35 52 0 5 10 15 22 31 illl 15 22 311 0 3 52 80 113 156 226 0 23 46 72 100 136 186 0 21 13 21 33 50 83 9 15 24 38 59 94 137 202 17 -- -- 29 47 78 - - O· 6 12 19 29 a 4 B 0 26 53 13 20 31 43 66 0 5 10 17 -. AND DISTANCE VALUES HAVE BEEN REPLACED BY DASHES. TAXI.. 5.-0 23 <!I 7 73 102 82 118 167 0 7 15 26 110 G2 SL 1I000 8000 12000 11)000 20000 211000 3 6 3 85 12 17 24 0 20 41 62 85 111 1114 6 9 III 19 28 42 611 89 119 157 25 37 55 0 3 7 12 18 26 1I2 0 6 13 22 311 1111 202 52 85 Figure 5-34. Fuel and Distance to Climb . 3. TORQUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765°[ OR NG OF 101. DISTANCES SHDIolNARE BASED ON ZERO !oIINO. FUEL.CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE TIME. WHERE TIME. AND DISTANCE TO . AND DISTANCE NUMBERS BY 1% FOR EACH 2000 FEET OF CLIMB AND FOR CABIN HEAT ON INCREASE TINE. Time. FUEL. AND TAKEOFF ALLOWANCES. 2.Max Rate 5-61 For Training Purooses Onlv 1 April 1998 . II. ADO 35 POUNDS OF FUEL FOR ENGINE START. AN APPRECIABLE RATE OF CLIMB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED . INCREASE TIME .NORMAL NOTES: 1. FUEL.

Cruise Climb 5-62 For Training Purposes Only 1 April1998 . 4. 3. AND DISTANCE NUMBERS BY 1% FOR EACH 1000 FEET OF CLIMB. CLIMB FROM SEA LEVEL 20 OEG ( ABOVE STANDARD 20 DEG C BELOW TEMPERATURE STANDARD TEMP STANDARD TEHP CLIMB PRESS T[ME fUEL O[ST lIME FUEL DIST TIME FUEL DIST SPEED WE IGHT All NH NM MIN LBS MIN LBS NM MIN LBS KIAS LBS FT 0 0 0 0 0 0 0 0 0 120 BODO SL 6 3 18 13 II 2 4 2 13 2000 120 6 31 12 8 4 27 1 4 26 4000 120 51 19 9 12 6 41 11 6 39 6000 120 28 13 80 8 56 17 7 53 15 120 BoOO 40 18 10i 12 23 11 19 9 66 120 10000 57 25 143 30 24 1. AND DISTANCE TO CLIMB CRUISE CLIMB CONDITIONS: FLAPS UP 1900 RPM INERTIAL SEPARATOR .NORMAL NOTES· I . WITH INERTIAL SEPARATOR SET IN BYPASS OR CABIN HEAT ON INCREASE TIME.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( ( ( TIME. AND TAKEOFF ALLOWANCES .4 91 120 12 81 12000 0 0 0 0 0 0 0 0 120 0 7500 SL 5 3 16 2 12 3 3 120 2 12 2000 7 5 32 11 24 3 6 3 24 4000 120 17 8 50 37 5 11 10 5 35 120 6000 25 12 70 7 50 15 7 48 13 120 8000 35 16 93 20 17 10 65 8 60 10000 120 49 21 122 27 12 82 22 10 73 12000 120 0 0 0 0 0 0 a 0 0 7000 120 SL 5 3 2 111 2 11 3 120 2 11 2000 10 5 29 6 3 22 21 6 3 4000 120 7 411 15 5 33 10 9 32 120 5 6000 22 46 10 62 7 14 12 6 43 8000 120 14 82 31 59 9 18 54 16 8 10000 120 42 18 106 73 24 11 66 20 120 9 12000 ( Figure 5-35. 1. ADD 35 POUNDS OF fUEL FOR ENGINE START. FUEL. Time. 2.6~. TORDUE SET ' AT 1865 FT-L8S OR LESSER VALUE MUST NOT EXCEED MRXIMUM CLIMB ITT OF 76SoC OR NG OF 101. Fuel and Distance to Climb . FUEL. TAXI. DISTANCES SHOWN ARE BASED ON ZERO WIND.

With the cabin heat on and power set below the torque limit (1865 foot-pounds). ( ( 3. Sheet 2 through Sheet 13.( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( { ( r-" ( ( CRUISE PERFORMANCE NOTES ( ( ( ( The following general information is applicable to all Cruise Performance Charts continued in Figure 36. whichever occurs first. . Fuel flow for a given torque setting will be 15 pph higher. 1.6% Ng . Fuel flow for a given torque setting will be 7 pph higher. or 101. With the inertial separator in BYPASSS and power set below the torque limit (1865 foot-pounds). Do not exceed this torque. in this section. The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power. 4. Cruise Performance (Sheet 1 of 13) 1 April 1998 For Training Purposes Only 5-63 . 740 0 ( ITT. Do not exceed 740°C In. 2. decrease the maximum cruise torque by 100 foot-pounds. The lowest torque shown for each temperature ( ( ( and RPM corresponds to the recommended torque setting for best range in zero wind conditions. 0 ( ( ( ( ( ( ( ( ( ( Figure ·5-36. Do not exceed 740 ITT. decrease maximum cruise torque by 80 foot-pounds.

Cruise Performance (Sheet 2 of 13) 5-64 1 April 1998 For Training Purposes Only .NORIIRl REFER TO SHEET 1 FOR RPPROPRIRTE NOTES RPPLICflBLE TO THIS CHART TEMP CRUISE PERFORHANCE 900 RPM 750 RPM 600 RPM OEG C TORQUE FT -las 45 35 25 1252 1419 1355 1697 1500 1335 1865 1700 1500 1345 1865 1100 1500 1345 1865 1100 1500 1345 1865 1700 1500 1325 1865 1700 1500 1325 1865 1700 1500 1325 1865 1700 1500 1325 1865 1700 1500 1335 FUEL fLON TORDUE HAS 152 162 156 169 161 153 174 168 159 152 172 166 157 150 170 164 155 148 168 162 154 146 166 160 152 144 164 158 150 142 161 155 147 140 . 401 310 346 425 398 367 341 422 3S5 365 338 420 393 362 336 419 391 360 334 418 388 358 333 346 371 352 409 393 346 371 352 349 409 391 36Z 349 431 405 314 345 344 428 401 371 342 339 424 398 368 339 333 420 394 364 335 328 411 391 361 332 323 413 388 358 329 322 411 384 355 327 118 409 382 353 324 314 36Z 344 413 387 35~ 15 33B 409 384 355 332 404 380 352 321 401 376 348 322 391 373 345 318 393 36~ 5 164 158 151 144 162 157 149 142 160 ISS 148 140 159 153 146 138 157 151 144 136 136 155 149 142 135 134 -5 -15 -25 .35 -'IS -54 153 145 138 134 1800 1600 1400 1360 341 315 313 389 365 331 311 308 386 362 334 308 303 153 148 I'll 133 131 Figure 5-36. CONDITIONS. 159 153 146 138 Fl-lBS 1341 1579 1405 180B 1700 1500 1405 1970 1800 1600 1400 1390 1970 1800 1600 1400 1380 1910 1800 1600 1400 1360 1970 1800 1600 1400 1345 1910 1800 1600 1400 1335 1970 1800 1600 1400 1350 1970 1800 1600 1400 1340 1970 1800 1600 1400 1325 FUEL FLOW PPH TORDUE KTRS 151 161 153 168 164 156 151 172 166 158 150 149 110 164 157 148 147 168 163 155 147 145 166 161 153 145 142 164 159 151 143 140 162 157 149 141 139 160 154 147 139 117 158 FT-lBS 433 1683 1500 1475 1920 1800 1600 1465 1970 '1800 1600 1440 1910 1800 1600 1430 1970 1800 1600 HIS 1970 1800 1600 1405 1970 1800 1600 1400 1910 1800 1600 1400 1385 1970 1800 1600 1400 1375 1970 FUEL FLOII PPH KTAS SO 159 151 150 166 162 154 148 166 160 153 146 PPH 346 311 3S9 409 378 353 434 407 316 352 431 404 373 349 428 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED PRESSURE ALTITUDE 2000 FEET . 8000 POUNDS INERTIRL SEPRRRTOR .

Cruise Performance (Sheet 3 of 13) 1 April 1998 For Traininl! Purooses Only 5-65 .~~~ ~~~ ~!~ ~!~~ ..ow 365 ~rRS TORDUE F r -LBS 1340 1562 1400 1350 1750 RP" FUEL FLOW PPH HAS lS~ TORDUE FT-LBS 1431 1430 1662 1500 1415 1880 1700 ~500 405 1970 1800 1600 1400 1385 1970 1800 1600 1400 1380 1970 1800 1600 1400 1360 1970 IBOO 1600 1400 1345 1970 1800 1600 1400 1340 1970 1800 1600 1400 1325 IHO 1800 1600 1400 13ZD 1600 RP" FUEL FLOW PPH KTAS 152 152 160 154 150 161. ~~~ 42& 398 366 335 332 425 396 363 332 329 423 393 361 330 ~26 ~~: ~~~~ ~~~ ~~~ ~~~ ( ( 0 ( ( ( /' -10 171 165 158 149 144 169 1S3 IS6 147 142 167 161 154 145 140 165 159 152 144 138 163 157 150 142 1]6 162 156 149 141 35 ( :20 noo ( -3D ( -40 ( ( -50 ( ( -5~ 171fi 1865 1700 1500 1300 1265 1865 1700 J500 1300 1265 1865 1100 1500 1300 1260 1865 liDO 1500 1300 1760 1865 1700 1500 ~21 390 359 327 3ZZ 419 388 356 325 320 411 385 354 323 317 415 384 351 321 115 414 383 350 171 165 156 147 145 169 162 154 145 143 166 160 152 143 141 164 158 150 IS3 151 150 142 i39 161 156 148 140 138 159 154 141 }38 35 157 152 145 131 133 156 151 144 386 35& 326 310 413 383 353 323 307 410 380 350 nD· 303 408 377 347 317 3DO i~~ ~~~ 163 157 1~9 407 377 346 1970 1800 1600 (. TEHP OEC [ ~O PRESSURE ALTITUDE 4000 FEET COND IT[ ONS I 8000 POUNDS INERTIRL SEPARRTOR . 160 168 162 155 146 146 161 161 153 145 144 165 159 152 143 142 PPH 335 15~ 335 365 341 333 395 3&8 424 396 365 335 325 422 393 362 332 320 419 390 359 329 315 ~16 3D 1300 339 395 368 164 155 171 164 117 171 162 152 151 175 169 160 150 149 173 167 158 149 1~8 163 155 IS3 170 1&3 154 151 175 169 lSI 152 149 173 167 159 151 146 335 335 365 341 330 20 ( ( 1665 1500 1862 1700 1500 1300 12B5 1865 1700 1500 1300 1280 1865 1700 1500 1712 1600 1910 1800 1600 1400 1335 1970 1800 1600 1400 1315 1970 1800 1600 1400 1305 1910 1900 1600 1400 1290 1970 1800 1600 1400 1295 1970 1800 1600 1400 1280 1910 1900 1600 1400 1175 1910 1900 1600 395 367 405 319 349 32Z 320 401 375 346 318 315 397 312 343 315 309 393 369 339 311 304 390 365 336 J08 300 387 361 332 ' 384 359 329 302 291 383 356 328 to ~~~~ .( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED f SECTION 5 PERFORMANCE ( ( ( \.~1 89 }~~ Figure 5-36.NORKRL REFER TO SHEET 1 FOR RPPROPRlRTE NOTES RPPLICABLE TO THIS CHRRT CRUISE PERFORMANCE ( ( ( ( ( ( n-us 1253 1464 TORDUE 1900 RPH FUEL n."> .!~ ~~~~ .

NOR"AL REFER TO SHEET 1 FOR RPPROPRIRTE NOTES RPPLICABLE TO THIS CHART 190 TORQUE H-Las 1146 1444 1300 1250 ISZ!! 1500 1300 1230 1814 l700 1500 1300 1230 1865 1700 1500 1300 1230 1965 1100 1500 1300 H2O 1865 1700 1500 1300 1205 1865 1700 1500 1300 1200 1865 1700 1500 1300 1205 1965 1700 1500 1300 1210 RP" FUEL FlOU HRS 156 166 158 155 172 167 156 153 178 173 IS5 155 151 178 171 163 153 149 176 170 161 151 147 174 167 159 149 144 TORQUE rT -Las 1331 1305 1539 1400 _1300 750 RP" FUEL PPH 324 353 381 360 311 413 390 357 325 314 421 389 355 323 312 419 387 353 321 308 417 385 350 319 304 415 383 348 316 301 413 382 345 314 300 412 380 344 313 298 ~~~U 324 320 353 332 316 381 360 KTRS 155 154 164 158 152 1600 RPn TORQUE fUEL FT -Las· ~~~~ 1419 1380 1635 1500 1370 1835 1700 1500 1355 1970 1800 1600 1400 1345 1970 1800 1600 1400 1330 1970 1800 1600 1400 1310 1970 1900 IS00 1400 1295 1970 1800 1600 1400 1295 1970 1900 1600 1400 1280 1970 1800 1600 1400 12SS KTAS ~~~ 173l 1600 1400 1290 1928 1800 1600 1400 1280 1970 1800 IS00 1400 1275 1910 1800 1600 1400 1255 1970 1800 1600 1400 1135 1970 1800 1600 1400 1230 1910 1800 1600 1400 1230 1970 1800 1600 1400 1225 3lS 319 312 413 389 351 326 308 419 381 354 323 304 416 384 351 320 259 ~13 5 171 165 156 150 176 l1Z 164 155 148 176 170 162 153 147 174 169 160 151 144 166 158 150 lQl -5 -15 -25 112 -35 In -<15 -54 165 157 148 142 169 163 155 145 140 167 161 153 144 139 381 349 311 2g3 411 379 345 315 290 408 316 142 312 288 405 374 340 310 284 170 164 156 148 139 168 162 154 146 _138 ISS 160 152 144 136 324 153 318 152 353 162 333 156 314 150 381 168 360 163 330 154 308 148 400 ' 171 37Z 165 341 157 312 148 305 146 397 169 368 163 339 156 309 141 299 144 393 161 ' 162 364 335 15~ 306 145 293 141 389 165 361 160 332 152 144 303 1]9 288 387 164 358 158 329 151 142 300 285 131 384 162 354 156 325 149 297 140 280 135 391 160 352 154 322 141 294 139 275 133 Figure 5-36. Cruise Performance (Sheet 4 of 13) 5-66 1 April 1998 For Training Purposes Only .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( J ( PRESSURE ALTITUDE BODO fEET CONOrTIONS. 8000 POUNDS TE"P OEG C 35 25 15 CRUISE PERFORHANCE INERTIAL SEPARATOR .

Cruise Performance (Sheet 5 of 13) 1 April 1998 For Traininl! Purooses Onlv 5-67 . 5 322 293 271 382 352 319 290 266 381 352 318 299 264 HOD 1Z45 1970 1900 1600 HOD 1235 1970 1800 1600 1400 1225 Figure 5-36.~~ 411 380 342 310 Z81 409 ( ( -40 ( ( ( -50 1865 1700 1500 1300 1170 1865 1700 1500 1300 1160 1865 1700 1500 1300 1160 1865 1700 1500 1300 1165 377 340 308 279 275 41lS 3N 338 3115 276 27~ 115 172 166 157 149 140 171 165 157 147 140 ( -54 ( ( ( 1970 IBoD 1600 1400 1200 11An 1910 1800 1600 1400 1200 1180 4114 373 337 304 ~75 7Z 153 51 176 171 162 152 148 179 173 165 156 146 177 171 163 154 144 175 169 161 152 141 172 167 159 150 140 139 170 164 157 148 138 137 169 164 156 147 137 1'6 HOD 1400 1260 1970 lBoO 1600 1400 279 388 358 325 296 U50 1970 1900 1600 275 395 35.( ( ( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( ( ( PRESSURE RLTITUDE 8000 FEET CONOITI01IS.qon RPM TEMP OEG C TOROUE FUEL rT-LBS nDW PPH lZ14 30 311 2D CRUISE PERFORHANCE TOROUE KrRS FT -LBS 1750 RPIt FUEL FLDW KrRS TORQUE FT -LBS 1381 1335 1577 1400 1325 1765 1600 1400 1310 1954 1800 1600 1400 1290 1910 1900 1600 1400 1210 1970 1800 1600 RPH FUEL 157 166 155 1395 1205 1569 1400 1200 1190 1140 1600 1400 lZ00 1175 1865 1700 1500 1300 1175 1865 1700 1500 339 307 364 336 304 302 396 368 334 302 Z98 419 386 348 316 296 417 395 346 ( 10 In 164 153 153 178 17Z 163 151 150· 181 175 166 156 149 179 172 164 154 147 177 170 162 152 145 174 169 160 150 142 ( ( 0 ( ( -10 ( ( ( -20 lZ96 1260 1495 1300 1250 1667 1500 1300 1250 1849 1100 1500 1300 1235 1970 1800 1600 121 1970 1800 1600 PP" 311 305 339 309 301 3G~ ~~OW PH 311 304 338 311 299 364 338 308 295 396 367 334 305 299 396 364 331 302 284 392 360 328 233 KTAS 156 15~ 164 155 152 154 151 162 153 1119 171 16~ IG8 161 152 I'll 1"73 168 160 151 IllS 172 166 158 1119 1113 1"70 164 156 148 14' 168 162 155 146 139 166 160 153 144 137 164 159 151 143 135 163 159 150 I'll 134 337 306 298 396 358 334 303 294 411 385 34B 14~~ 3~: Z8 414 392 345 ~~~~ -3~ . 8000 POUNDS INERTIAL SEPARATOR ~ NOR"AL REFER TO SHEET 1 FOR APPROPRIRTE NOTES RPPLICRBLE TO THIS CHART .~~ 415 383 344 311 290 413 391 342 309 287 410 379 341 307 286 410 378 341 306 Z86 ~~~~ 1970 1800 1600 1400 1200 1970 1800 1600 1400 ~200 .

379 3~1 316 291 283 319 341 312 281 405 383 345 310 219 211 412 380 342 306 Z16 212 410 378 340 304 214 268 401 315 159 148 180 175 . 336 299 210 261 144 141 175 169 161 153 1~2 353 318 287 258 380 351 316 284 256 254 139 113 161 160 151 140 137 Figure 5-36. 8000 POUNDS INERTIAL SEPARATOR .15 182 118 169 158 149 182 \15 -25 167 158 141 146 180 17~ 313 204 211 395 363 326 296 272 391 359 323 293 266 388 356 3Z0 290 261 38~ lin 307 Z80 412 380 342 30~ 156 141 180 173 165 154 145 111 171 162 152 143 175 169 160 151 141 165 156 145 1~~ limo 1400 1215 191G 18GG 1600 1400 UOO 1910 1800 160G 1400 1200 197G laOG 1600 1'100 1200 1190 -35 177 111 163 15~ 218 -~5 411 318 3~0 302 216 410 -5~ 377 339 301 213 337 301 212 264 405 31.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED PRESSURE ALTITUDE 10000 FEET CONDITIONS. Cruise Performance (Sheet 6 of 13) 5-68 ForTraining Purposes Only 1 April 1998 .NORKRL REFER TO SHEET 1 FOR RPPROPRIRTE MOTES RPPLICRBLE TO THIS CHRRT 1E~P CRUISE PERFORHANCE OEG C 25 15 5 TOROuE fT -LOS 1181 1115 1343 1200 1170 1506 1400 1200 1155 1663 1500 1300 1150 1806 1700 1500 1300 1145 1865 1100 1500 1300 1135 1865 1100 1500 1300 1135 1865 1100 1500 1300 1130 1865 1700 1500 1300 1125 -5 1900 RPn FUEL FLOW KTAS PPH 157 298 291 157 322 166 299 157 294 155 349 173 167 329 291 155 290 153 319 178 3~6 171 311 160 286 151 405 384 345 309 283 415 382 3~3 TOROUE f1-Las 1260 lZ15 1430 1300 1205 1601 1400 1210 1167 1600 1400 1200 1919 1800 1600 1400 1200 J190 1910 1800 1600 1400 1200 1115 1910 180G 1600 '1'100 1200 1160 191G 1800 1600 140G 1200 1150 1910 IBOG 1600 1'100 1200 1145 175D RPn FUEL FLOII PPH 298 291 322 302 281 349 .00 RP~ KTAS 156 153 164 157 152 TORQUE FT -LOS 1341 1290 1517 1400 1290 1694 1500 1300 1280 1865 1100 1500 1300 1255 1910 1800 1600 1400 1240 197G 180G FUEL FLOW PPH 298 KTAS 153 150 161 155 149 168 159 149 148 173 166 158 141 145 175 169 160 151 143 173 161 159 150 140 111 165 157 148 138 169 163 155 147 136 161 161 154 145 135 134 290 322 304 201 349 171 161 150 176 16~ 315 285 .

~ ~.. Cruise Performance (Sheet 7 of 13) 1 April 199B For Trllininp Purnoses Onlv 5-69 .( ( ( CESSNA MODEL 20B.NDR"RL REFER TO SHEET 1 FOR RPPRoPRIATE NOTES RPPLlCRBLE TO THIS CHART TEKP fg[jji RPK CRUISE PERFORHRNCE ( ( OEG C TOR DUE 20 10 0 1137 1285 1155 1435 1300 1145 1583 1400 1200 IB5 1106 1600 1400 1200 1125 1828 1100 1500 1300 1115 1865 1100 1500 1300 1105 1865 1700 1500 1300 1110 1865 1700 1500 UOO rr .0~ KTRS 155 154 163 153 170 164 175 167 157 i5n 179 174 165 155 147 181 176 168 159 TORQUE FT-LBS RPK FUEl FLOII PPH 284 781 306 283 279 333 311 280 273 361 327 293 769 383 KTRS !~~~ 1450 1300 1275 1614 1500 }~~ 160 152 ISO 161 162 151 148 172 165 ( ( !~~~ 1681 1500 1300 U8!.LBS ( ( FUEL FlOII PPH 284 KTRS rr -lBS 1213 170n 1368 1195 1525 t400 lORQUE 157 165 157 112 164 154 306 285 333 301 281 361 325 289 750 RPK FUEL FLolI PPH 284 '87 306 279 333 310 1I.'~~-j Figure 5-36. 143 178 -40 ( ( -50 ( 377 33B 299 266 412 376 331 299 264 1200 IlSO 1910 1800 1600 1~00 1195 1910 1800 1600 1400 lZOO 1180 1970 1800 1600 1400 1200 1175 172 164 155 144 I ~O 177 171 163 154 143 139 ( ( -54 385 352 317 28Z !~~g 1970 1800 16DO 1400 !200 125 ~52 ( 1105 IBD 173 16Q 154 143 ( 49 383 351 316 280 251 247 138 137 171 165 157 148 137 136 ( ( ( ( .~~ 1970 1800 1600 1~00 ~~~ 41Z 376 339 300 26B 260 410 374 336 299 266 255 409 373 335 298 265 253 ~:~ lBO 174 166 157 14. '. INERTIRL S£PRRRT1IR .~ 384 ~~~ 176 111 163 153 14<1 176 169 161 152 141 17<1 161 159 150 139 112 IGS 158 1~9 -20 363 323 281 274 408 380 341 302 271 415 379 339 300 261 413 363 324 288 267 408 379 341 303 362 324 290 264 391 359 3Z1 297 258 3BB 355 319 28~ 25~ ( l· .(675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( ( 8000 POUNDS PRESSURE ALTITUDE 12000 FEET CONDITIOIIS. -30 ( ( "- ~. 1812 liDO 1500 1300 1165 IS41 1800 1600 1400 ~?7 75 361 326 ( ( ( ( - -10 177 188 ~~~ ~:~~ 1776 1600 1400 174n 1912 1800 1600 1400 1725 IS70 1800 1600 1400 1205 1970 1800 1600 1~00 Z7A 384 i~~ 181 176 166 155 150 184 119 170 159 148 183 176 167 157 145 180 174 165 155 1~4 ~.

269 263 362 342 303 266 260 386 359 320 282 251 410 319 337 299 263 252 410 316 ~~~~ 1678 1500 1300 1235 1801 1600 1400 1215 1927 1800 1600 1400 1200 1190 1970 1800 1600 1400 1200 1180 1970 1800 !~~ 171 162 151 141 174 165 155 145 111 17Z 164 154 142 142 111 110 162 152 141 140 175 168 176 165 154 180 174 164 151 182 177 167 156 149 185 119 110 160 141 146 184 171 1GB 158 145 U4 -25 -35 -45 -54 335 297 2£0 248 ' IGOO 1400 1200 1170 31S Z80 247 243 ISO 151 140 138 Figure 5-36. Cruise Performance (Sheet 8 of 13) 5-70 For Training Purposes Only 1 April 1998 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED PRESSURE RLTITUDE 14000 FEET CONDlnONS.MORltRl CRUISE PERFORMRNCE REFER TD SHEET 1 FOR RPPROPRIATE NOTES IIPPLICIIBLE TO THIS CHIIRT TEHP OEG C roROUE FT -L9S 15 5 -5 -15 087 1226 1150 1363 1200 . 1135 1495 1300 1120 1606 1500 1300 1115 1721 1600 1400 1200 1100 1844 1700 1500 1300 1100 1080 1865 1100 1500 1300 1100 1080 1900 AP" FUEL FLOW PPH KIRS L55 164 159 171 161 l56 IORQUE FI-lBS 1159 1304 1185 1449 1300 l' 7[) 1589 1400 1200 1165 1101 1600 1400 1200 1160 1827 1100 1500 1300 1150 1957 1800 1600 1400 1200 1135 1970 1800 1600 1400 !ZOO 1120 no 291 278 317 284 273 342 303 269 362 341 301 266 386 359 319 280 262 410 380 337 298 260 251 412 379 33G 297 259 256 1750 RP~ FUEL FLOW PPH 270 291 271 317 KTRS 153 IS2 154 169 ISO 152 174 ISS 153 150 117 113 IS3 151 49 180 175 16& 156 141 193 177 169 159 148 1'14 181 115 161 158 14£ 141 10ROUE FT-LBS 1232 1383 1260 1533 1600 RPH FUEL ~~~N 270 290 271 317 291 2&7 342 308 272 262 362 324 296 257 386 359 320 284 253 251 392 356 318 282 250 246 388 353 KIRS 50 159 151 166 ~:: 342 305 '. 8000 POUNDS INERTlRl SEPRRRTOR .

Cruise Performance (Sheet 9 of 13) 1 April 1998 For Training Purposes Only 5-71 . 301 1300 265 246 1190 1935 385 359 1800 1600 317 1400 281 245 1200 241 1180 1934 383 357 1900 1600 316 1400 290 244 1200 237 1160 KTRS 141 151 153 164 154 151 169 159 149 112 163 15Z 146 115 111 llil 151 144 179 113 164 1511 143 142 171 172 163 154 142 140 Figure 5-36.50 160 152 1Bl 175 164 151 \49 184 179 169 .CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE PRESSURE ALTITUDE 16000 FEET aooo CONDITIONS.0 1602 1400 1200 1145 1715 ·1600 1400 1200 1125 162 159 169 157 174 168 155 178 In -40 .NDRKAL REFER TO SHEET 1 FOR RPPROPRIRTE NOTES RPPLICABLE TO THIS CHRRT TORQUE FT-LBS 1040 1168 1125 1292 1110 140. 156 145 183 177 167 155 144 IUS 1100 1500 1300 1115 1934 1700 1500 1300 1110 . 1300 1110 150B 1400 1200 1085 1611 1500 1300 1100 1010 1130 1600 1400 1200 1045 1729 1600 1400 1200 1035 LSOO RP" FUEL FLOW PPH 256 277 26S 301 265 322 301 263 342 319 219 256 365 33B 298 259 25Z 386 359 316 277 241 395 358 315 271 244 HRS 1~3 lORQUE FT-LBS 1 09 1243 1195 1373 1200 1165 1493 1300 11. POUNDS TEMf OEG C 10 0 -10 -20 -30 CRUISE PERFORHANCE INERTIRL SEPRRRTOR . 150 RP" FUEL FLOW PPH 256 211 266 301 261 260 322 284 257 341 302 263 253 364 339 300 262 248 386 359 317 219 244 384 358 316 Z1B 242 KTRS 151 160 156 167 156 153 172 161 152 175 165 153 150 179 174 164 152 147 181 176 167 156 145 180 115 166 156 143 TORQUE Fl-LBS .54 bon RPM FUEL FLOW PPH 1111 256 1311 Z71 1260 267 1'452 300 Z71 1300 1245 261 1517 3Z2 ZBB 1400 1235 257 341 1691 304 1500 1300 266 1210 251 364 1810 1700 340 1500.

8000 POUNDS INERTIftL SEPRRATOR ..NOR"Rl REFER TO SHEET 1 FOR APPROPRIfiTE NOTES APPLICABLE TO THIS CHRRT TE"P DEC [ 5 -5 -15 -25 1900 RPM FUEL rt-LBS FLOW TDRDUE 993 1109 1075 1223 PPH CRUISE PERFORHANCE ( KfAS 1750 RPM FUEL FT -LBS FLOW lDRDUE 1058 1119 1140 1299 1120 1401 PPH TORIlUE KTAS FT -LBS 1600 RPM FUEL FLON PPH KTAS 1100 1060 1319 1200 -35 1060 1412 1300 1100 1035 1511 1400 1200 1015 1560 1400 1200 995 -45 -54 2q3 2&3 256 285 260 252 303 27S 251 321 298 258 245 342 318 276 240 350 316 275 235 150 160 157 167 158 154 172 243 263 255 295 250 303 264 245 321 281 241 342 299 2GO 23& 350 318 211 240 234 147 157 154 165 152 1&9 157 150 173 162 147 176 1&6 154 145 1 23 1250 1225 1374 1205 1481 1300 11'10 1584 1400 1200 1170 1694 1500 1300 1150 1745 1600 1400 741 263 258 285 252 303 2&9 247 321 284 247 242 342 301 43 154 151 161 149 16& 164 153 176 169 155 150 179 173 161 146 179 171 159 143 1200 1105 1500 1300 1095 1603 1400 1200 1015 1653 1500 1300 1100 1010 155 141 170 160 147 145 113 164 153 142 l1q 161 151 145 140 .~ 349 319 280 244 231 177 170 159 145 lq3 ~~g~ ( ( ( ( ( ( ( ( ( Figure 5-36.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( PRESSURE ALTITUDE 18000 FEET CONDITIONS. Cruise Performance (Sheet 10 of 13) 5-72 For Training Purposes Only 1'April 1998 .

20 TOROUE FT -lBS 9~2 10~1 1900 RPK FUEL FLOW PPH 229 2~9 HRS TOROUE FT -lBS 1I1~ lSI 160 155 167 155 172 162 153 175 1750 R?K FUEL FLOW PPH 1003 . Cruise Performance (Sheet 11 of 13) 1 April 1998 5-73 . 229 2~9 KTAS 1~8 TORQUE FT -l9S 10S~ 1600 RP" FUEL flOW PPH KTRS 1~4 229 2~9 ( { 990 1150 100S 238 268 239 -30 -40 1136 1100 990 1322 1200 1000 9~5 IB4 257 235 301 276 236 225 321 296 255 222 319 296 254 220 ( 1050 1222 1100 1035 1312 1200 1020 1~0~ 236 26B 2~5 167 152 1~7 ( -50 1100 1010 1499 1300 1100 990 149~ 231 184 262 227 102 261 224 320 Z7B 239 21B liB 158 153 165 156 150 169 162 148 173 161 146 176 165 152 143 175 164 151 143 1180 1130 1293 1110 1388 1200 1100 I~B3 239 269 233 284 24B 229 302 265 227 154 150 161 148 166 154 145 170 159 145 1~3 ( ( ( -54 1414 1300 1100 935 140B 1300 1100 925 178 112 ISS 1~5 171 171 158 143 1300 1100 1075 1582 1400 1200 1060 1579 1~00 223 320 281 24~ 1300 1100 1000 211 239 220 1200 1050 21B 31B 280 243 216 173 163 151 140 172 162 150 140 { ( ( ( ( Figure 5-36.{ ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( PRESSURE COIIO IT lOllS I 7500 PDUIIDS [NEIITIRL SEPRIIRTDII TEKP CRUISE PERFORHANCE ALTITUDE 20000 FEET ~ORIML ( ( REFEII TO SHEET 1 FOR APPROPRIRTE NOTES RPPLlCRBLE TO THIS CHRRT DEG C ( ( 0 -10 .

211 266 227 211 283 244 20B 20S 289 262 224 201 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( Figure 5-36. 222 251 221 266 235 211 283 254 214 206 290 253 213 207 152 161 155 167 154 111 159 151 175 166 147 144 115 164 141 144 IllS 1100 9AO 1311 1200 1000 925 1347 1200 1000 915 -4S -54 910 1234 1100 900 860 1269 1100 900 B70 15 234 219 251 223 214 266 241 210 283 259 220 206 289 258 219 203 Z15 234 221 251 230 .5 153 149 169 160 147 173 166 151 144 173 164 149 142 TORQUE Fr-lBS 1003 1109 1045 1208 1100 1035 1296 1100 1010 1387 12DO 1000 9SO 142S 1300 1100 970 1600 RP" FUEL fLOH PPH KrRS 4:. 155 149 161 153 141 166 152 144 169 158 142 141 170 163 149 139 ( -5 -15 -25 -35 .NOR"RL REFER TO SHEET 1 FOR RPPROPRIATE NOTES RPPLlCRBLE TO THIS CHRRT 1900 RP"_ TE"P OEG C TOR DUE FUEl rT -LBS HOH KrRS PPH CRUISE PERFORMANCE ( ( TOROUE Fr-lBS 94:. '1000 POUNDS INERTIRL SEPARRTOR . BBB 9B4 925 1073 925 1153 1000 16 234 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( ( ( PRESSURE RLTJTUDE 22000 FEET CONonIOIIS. 1046 975 1141 1000 950 1751) RPn FUEL HOH PPH KTRS 49 15B 152 IS. Cruise Performance (Sheet 12 of 13) 5-74 For T raining Purposes Only ( 1 April 1998 .

6600 POUNDS PRESSURE ALTITUDE 24000 FEET INEATIAL SEPAAATOR .( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( ( CONDITIONS. Cruise Performance (Sheet 13 of 13) 1 April 1998 For Training PUrposes Only 5-75 .NORMAL REFER· TO SHEET 1 FOR RPPROPRIATE NOTES APPLICRBLE TO THIS CHRRT TEMP 1900 RPM FUEL OEG C TORQUE Fl-LBS FLOW PPH -10 936 203 -20 925 220 855 Z06 -30 IDOl 235 860 205 -40 1076 900 915 1151 1000 805 1144 1000 905 249 213 196 265 Z3Z 193 263 232 192 1750 RPM KIRS 153 162154 167 153 171 156 141 175 163 144 173 163 144 TORQUE F)-LBS 990 994 890 1066 900 880 1143 1000 810 1222 1100 900 850 1216 1100 900 810 FUE~ CRUISE PERFORHANCE ( ( ( FLOII PPH 2 3 KIRS 151 159 150 165 150 148 169 159 146 17Z 164 148 143 171 164 141 144 TOROUE FT -LBS { ( ( ( ( ZZO lOl l35 202 198 249 220 195 265 Z38 199 190 263 238 199 -50 1600 RPH FUEL FLOW PPH 945 203 1043 2Z0 970 205 l34 1129 1000 209 950 ZOO 1210 249 1100 227 930 195 264 1Z92 ZZ4 1100 910 190 KTRS 146 156 148 161 151 146 166 158 143 169 156 140 168 156 139 -54 ( 1Za8 1100 900 263 2Z4 187 ( (' t ( ~ ( ( ill ( ( ( ( ( ( ( ( ( Figure 5-36.

increase lime by 3% and tuel by 2%.200 Nautical Miles (Sheet 1 of 2) 5-76 For Train ing Purposes Only 1 April 1998 . /' ao ~ 60 ( ( ~ e. 12 00 1000 'O<c.1 d "::J .~6. ~ ~ . V ( 60 OI ST~NCE . UTlC ..Maximum Cruise Power 40 . descen t 10 sea tevel and 45 minutes reserve.Normal NOTES : Standard Temperature ( 1.. I"... takeoH. maximum climb trom sea tevel.... ta xi.) Fuel required includes the tuel used tor engine slart. .SECTION 5 PERFORMANCE CARGO POD INSTALLED CESSNA MODEL 208 (675 SHP) ( FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER (40 • 200 Nautical Miles) CONDITIONS : ( BOOO Pounds 1900 RPM Inertial Separator . f:..) With inertial separator in BYPASS or cabin heat on.. 2. N../' ~ ~ ~ 'G~oQ ~\...V 40 20 ~Il''''' 60 '" V V V ~i ( V/' ( /' v: ( ifl bl ... Time required includes the time during a maximum climb and descent. ~r \-IO\J~ I<!if$i 20 ( ~ W 00 ( oqf't ~ . Fuel and Time Required . rI . .000 V. L MILE S Figure 5-37...IY ( iI-'" 1--:1-' iV- ---~ ( ( 140 600 V 41110 -- ( 200 .

) t'& ~ 4 o ::> J: ( I/. maximum climb from sea level. 2..NAUTICAL MILES Figure 5-37..: ~/.) SEA LEVEL 7"~~(.1 1/ V V IL I /'OJ "'I '0 ~/I " I~ 60 / V DISTANCE .) With inertial separator in BYPASS or cabin heat on.'1 V ~t)~ ". -1- -- 1-. laxi. Fuel and Time Required . / II V 1/ V 1.) Fuel required includes Ihe fuel used for engine slarl.~ k.-1-1- 2 ( 0'" z c I!? ~40 '" < .Normal NOTES: Standard Temperature ( 1. lakeoff.I II I ..1000 Nautical Miles (Sheet 2 of 2) 1 April 1998 For Trllininll Purnoses Onlv 5·77 .'JJ' ( ( ( ( 41211!! 17 1 IY k' 7 ~)"..-ZIlIlI!! ( ( tn V ·f--I- ( ~ lOll!!! c I$( '''': ~~/ r<i.::: ~ W ( 17 69 3 ~ .( ( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER (200 ·1000 Nautical Miles) CONDITIONS: ( 8000 Pounds 1900 RPM Inertial Separator .Maximum Cruise Power 200 . descenlto sea level and 45 minutes reserve. Time required includes Ihe time during a maximum climb and descent. ( ( 2400 1. ~20 1/ V 1/ II II r-tI~ . I l6 :I '1-(. iQcrease time by 3% and fuel by 2%.

) Fuel required includes the luel used lor engine start. 15e 1/ 1. I-'"" k ~f?" ( ( IIIQlI' :.:.. Fuel and Time Required .· t-..6. takeoff. descent to sea level and 45 minutes reserve..... I-'"" V "". 2.j61l0 => "'~ AIJ. increase lime by 3% and fuel by 2%.:: .0>' ( -. taxi.:::P'" ~ZOOO 140 all0 P ( 1 .. I'!I -611 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( FUEL AND TIME REQUIRED MAXIMUM RANGE POWER (40 . ·!-I:t.) With inertial separator in BYPASS or cabin heat on.r§IJ .00 "' !:i w 120 ( ( 2 ~ "'~ \.1 20121 ! .P' "=I..200 Nautical Miles) CONDITIONS: 8000 Pounds 1900 RPM Inertial Separator· Normal Standard Temperature NOTES: 1.P 1/ ( V V 1/ !- . Time required includes the time during a maximum climb and descent."1\"1~ O~S 80 ( ( ( - 60 40 20 w ::!! 1- .200 Nautical Miles (Sheet 1 of 2) 5-78 ( 1 April 1998 For Training Purposes Only . maximum climb from sea level.-J . ( DISTANCE· NAUTICAL MILES ( Figure 5-38. ( ( ( ( 18111111 ~fl110 V .Max Range 40 .. ....

.) o 4:1: 3.. takeoff.. I.) Wilh inertial separalor in BYPASS or cabin heal on. V 1. ( ( Standard Temperature ( ( ( ( ( ( ZUII'" ~~-Sj..il V V 1/ '" II 1.1000 Nautical Miles (Sheet 2 of 2) 1 April 1998 For Trainin~ Purooses Onlv 5-79 .I-1-~ IL 0/ / ~'t. HII.>0 t.NAUTl~AI.Max Range 200 .. increase lime by 3% and luel by 2%.ES Figure 5-38. \f'~ ~~ ~r. maximum climb from sea level... ( ( ( 1'"" VI''' I~ \:}<J "1.. 1 V ~r-'1 ( /' /' I ( ( ( ( B00 V ~ " ~...( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( (~ FUEL AND TIME REQUIRED MAXIMUM RANGE POWER (200 -1000 Nautical Miles) CONDITIONS: 8000 Pounds 1900 RPM Inertial Separator . Fuel and Time Required .\"1. f- w 2 ( V :/ 1/ I . '" I' I' 5g? :.) Fuel required Includes the luel used for engine start. i{c. Time required includes \he lime during a maximum climb and doscent. IV 400 ~ 'l-()' \~~ b () 7 6 IT ~ L.~I2"'11J IL ~ .../ I"" ~/I~ 10. 2..J()' :. descent to sea level and 45 minutes resorve.Normal NOTES: 1./ 1/ V II I 1/ IW 17 V..-- 1/ II V V I It! 1/ 1/ 1. If V / DISTANCE . taxi.

The distance during a'maximum climb and the distance during descent are included.( ( I}( ( 5000 r~OI~)~~ SL .!1" BIlIi! WI~lj'iSI 900 1e0e " 1 11i!0 1200 1300 1400 1500 1B00 ( ( 1111111 flllil RANGE ....J 177 TA I- <: ~ . decrease range by 2% .-Si I <TIll tv <l if !t) 150 KTAS ( { 150 KTAS . ( Standard Temp Zero Wind Inertial Separator. taxi. With the inertial separator in BYPASS or cabin heat on.. Figure 5-39. Normal ( 25000 IIII III IIII II r '65 KTA 111111 15M~~S 153 KTAS ( ( 21i!000 ( I- 173 KTAS W W I. 1::1000 W 0 l- ::J 10000 .J. 2.NAUTICAL MILES ( ( ( . Range Profile 5-80 For Training Purposes Only 1 April 1998 ..liy ~ #1 }J I rl151 KTAS II " """ I 1111 N. climb and descent. 'This chart allows for the fuel used for engine start..r'" ~~ ~# ~ 11~81~~~S mmll mmll .YI 701i! IA'I (.::.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( ( ( RANGE PROFlLE 45 MINUTES RESERVE 2224 LBS USABLE FUEL CONDITIONS: 8000 Pounds 1900 RPM ( NOTES: 1. takeoff.

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CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED

SECTION 5 PERFORMANCE

ENDURANCE PROFILE 45 MINUTES RESERVE 2224 LBS USABLE FUEL
CONDITIONS : 8000 Pounds 1900 RPM Standard Temp Inertial Separator - Normal NOTES: 1. This chart allows for the fuel used for engine start, tax i, takeoff, climb and descent. The distance during a maximum climb and the distance during descent are included . 2. With the inertial separator in BYPASS or cabin heat on, decrease endurance by 2 %.

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1 April 1998 5-81

For Trainine Purposes Only

SECTION 5 PERFORMANCE

CESSNA MODEL 208 (675 SHP)
CARGO POD INSTALLED

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TIME, FUEL AND DISTANCE TO DESCEND
CONDITIONS : Flaps Up 8000 Pounds 140 KIAS Above 16,000 feet, 160 KIAS Below 16,000 feet Power Set for 800 FPM Rate of Descent 1900 RPM

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PRESSURE ALTITUDE (FEET)

DESCEND TO SEA LEVEL TIME (MIN) FUEL USED (POUNDS) DIST (NM)

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30 25 20 15 10 5 0

132 113 . 95 72 48 25 0

91 75 59 43 .28 14 0

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Distances shown are based on zero wind.

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For Training Purposes Only

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MAXIMUM WEIGHT 7800 LBS SHQRT FIELD
CONDITIONS: . Aaps 30· Power lever - Idle after clearing obstacles, BET A range (lever against spring) after touchdown. Propeller Control lever - MAX Maximum Braking Paved, level, Dry Runway Zero Wind Cargo Pod Installed
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1. Short~fi~le~ld~tec~hn~i~qu~e~a~s~sp~e~c~ffi~ed~in~Soc~ti~0-n~4-----~-------------------------. 2 . Decrease distances 10% for each 11 knots headwind. For operation with tailwinds up to 10 knots. increase distances by 10% for each 2 .5 knots. 3. For operation on a dry. grass runway. increase distances by 40% of the "ground roll" figure. 4. If a landing with flaps up is necessary, increase the approach speed by ·'5 KIAS and allow for 40% longer distances. . 5. Use of maximum reverse thrust after touchdown reduces ground roll by approximately 10%. 6 . Where distance values have been replaced by dashes. operating temperature limits of the airplane would be greatly exceeded. Those distances which are included but the operation slightly exceeds the temperature limit are provided for Interpclation purposes only. O'C
GRO ROll FT TOTAlFT TO CLEAR 50 FT08S 1540 · 1580 1620 1665 1710 1755 1805 1855 1905 1960 2015 2075 2135 GRO ROll FT 700 725 750 780 810 840 870 905 1O'C TOTAL FT TO CLEAR 50 FTOBS 1580 1620 1665 1710 1755 1805 1850 1905 1955 20 15 2070 2130 2195 GRO ROLL FT 720 750 775 805 835 870 900 935 975

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GRD ROll TOTAL FT TO ClEAR SO FT OBS 1580 1620 '1660 1705 1755 1800 1850 1900 1955 2010 2070 2130 2190 1505 1545 1585 1625 1670 1715 1760 1810 1860 1915 1970 2025 20B5 GRD ROll FT

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AlT FT GAD ROLL FT 610 630 655 680 705 730 760 785 820 8[;0 885 920 955 565 585 605 630 655 680 705 730 760 790 820 855 890

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TOTAL FT TO CLEAR 50 FTOBS 1430 1-465 1505 1545 1585 1625 1670 1715 1765 181!; 1865 1920 1975 1360 1395 1435 1470 1510 1550 1590 1635 1680 1725 1775 1825 18BO
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GAD ROll FT 630 655 680 705 730 760 785 815 850 880 915 955 990 585 610 630 655 680 705 730 760 790 820 850 885 920 TOTALFT TO ClEAR 50 FTOBS 1465 1505 1545 15B5 1625 1670 1715 1765 1815 186[; 1915 1970 2030 1400 1435 1470 1510 1550 1590 1635 1680 1725 1775 1825 1875 1930 GAO ROll FT 655 680 705 730 755 785 815 845 880 915 950 990 1030 610 630 655 680 705 730 760 785 820 850 885 920 955

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TOTAL FT TO CLEAR 50 FT OBS 1505 1545 1585 1625 1670 1715 1760 1810 1860 1915 1970 2025 2085 1435 1470 1510 1550 1590 1630 , 1675 1725 1770 1820 1870 1925 1980 GAO. ROll

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TOTAL FT TO CLEAR SO FTOBS 1540 1580 1625 1665 1710 1755 1805 1855 1910 1960 2020 2075 2140 1470 1505 1545 1585 1630 1675 1720 1765 1815 1865 1920 1975 2035

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SECTION 6 WEIGHT & BALANCE/ . EQUIPMENT LIST

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SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST
TABLE OF CONTENTS
Introduction ...................................... Airplane Weighing Procedures .... ...... ........... .. Weight And Balance . . . ......... .. .. ...... ... . . . ... Weight And Balance Platter ... ... .. . .............. Crew/Passenger Loading ........... . .... . ......... . Baggage/Cargo Loading ......... ... .. . . ... . ... . . . . Cabin Area .. .. .... . ... . .. ... . . ... . ... . ..... . . Maximum Zone/Compartment Loadings ...... ........ Cargo Pod . ... . .. . . . . . . .. . . . .. . .. .......... . . Center Of Gravity Precautions .. .. ................. Cargo Load Restraint ............................. Prevention Of Movement . ....... .. . ........ . ..... Loading Of Piercing Or Penetrating Items .... ...... .. Transportation Of Hazardous Materials ... ........... .. Equipment List .. ..... . ... . .... ..... .. . .......... Page 6-3 6-6 6-8 6-11 6-11 6-12 6-12 6-17 6-18 6-18 6-19 6-19 6-21 6-21 6-21

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1 April 1998 For Traininl! Purooses Onlv

6-1/6-2

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For Training Purposes Only

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CESSNA MODEL 208 (675 SHP)

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

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INTRODUCTION

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This section describes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment.for various operations are also provided. In order to achieve the performance and flight characteristics which are designed into the airplane, it must be flown with approved weight and center of gravity limits. Although the airplane offers flexibility of loading, it cannot be flown with full fuel tanks and a full complement of passengers or a normal crew and both cabin and cargo pod (if installed) loading zones filled to maximum rapacity .. The pilot must utilize the loading flexibility to ensure the airplane . does not exceed its maximum weight limits and is loaded within the center of gravity range before takeoff. Weight is important because it is a basis for many flight and structural characteristics. As weight increases, · takeoff speed must be greater since stall speeds are increased, the rate of acceleration decreases, and the required takeoff .distance. increases. Weight in excess of the maximum takeoff weight may be a contributing factor to an accident, especially when coupled with other factors such as temperature ~ field elevation, and runway conditions, all of which may adversely affect the airplane's performance. Climb, cruise, and landing performance will also be affected. Flights at excess weight are possible, and may be within the performance capability of the airplane, but loads for which the airplane was not designed may be imposed on the structure, especially during landing. The pilot should routinely determine the balance of the airplane since .it is possible to be within the maximum weight limit and still exceed the center of gravity limits. An airplane loading which exceeds the forward center of gravity limit may place heavy .Ioads on the nose wheel, and the airplane will be slightly more difficult to rotate for takeoff or flare for landing. If the ·center of gravity is too far aft, the airplane may rotate prematurely on takeoff, depending on trim settings.

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1 April 1998
1{or TrSlininp Pnrnoses Onlv

6-3

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST
MODEL 208 CARAVAN I

CESSNA MODEL 208 (675 SHP)

WEIGHT AND BALANCE DATA
_ _ _ _ _ _ REGISTRATION NUMBER _ _ _ _ _ __

AIRPLANE WEIGHING FORM

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CARGO POD REMOVED FOR CLARITY

50

AFT JACK POINT· Fa 207.44 (WITHOUT CARGO POD INSTAlLED· AT LH ANO RH ilL 23." WITHIN IAAIN GEAR FAIRING OPENING) GEAR TRUNMON BEARING CAP WITH MAIN GEAR FAIRING REMOVED) 60 100 160

~1;w.,~RffI =grT'~~~~6rciu't1,~~MA~
350
400 450

200

250

300

500

FUSELAGE STATION (FSI-INCHES

LOCADNG CG WITH AIRPLANE ON LANDING GEAR
FORMULA IOf Loogitudinal CG
(X) c (A) _

(No•• G••r Nel WolghlX

) X (B) ) ) Inch ••

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Nos. and Main landing Ge.r Wolgl1t TOlaled(
CG Ann 0/ A1rplano • 100 + (X). (

LOCATING CO WITH AIRPLANE ON JACK PADS
FORMULA lor Longibdnal CG

CG Ann.1
Airplane

101.44 X
.207.44 (No•• Jack Polot Net Walghl)(

Noaa and Aft Jack Point W.'ght Totolod( )

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LEVEUNG PROVISIONS
Inches
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PILOT AND FRONT PASSENGER SEATS

LONGITUDINAL - LEFT SlOE OF

Datum

AIRPLANe AS WEIGHED TABLE LOCADNG PERCENT MAC FORMUlA lor P."",nt MAC
CG Poroant MAC. (OG Arm 01 Al/pIano) - 167.57 POSITION LEFT SIDE AlGK!'SIDE AIRPLANE TOTAL AS WEIGHED SCALE READINO SOALEDAIFT TARE NETWEIOK!'

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BASIC EMPTY WEIGHT AND CENTER"()F GRAVlTVTABLE ITEM WEIGHT CGAIIII
/POUNDS) AIRPLANE (CALCULATED OR AS WEIGHED) (INCLUDES ALLUNDRAINABLE FLUIDS AND FULL Olll ORAINABLE UNUSABLE FUEL AT 6.7 POUNDS PER GALLON !INCIII!81

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24.1

186.4

BAS

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CESSNA AIRCRAFT COMPANY, AIRCRAFT DIVISION, P.O. BOX 7704, WICHITA, KANSAS 672n

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6-4
For Training Pu rposes Oldy

FORM NUMBER 2055. 8 February .999

Figure 6-1. Airplane Weighing Form

13 October 1999

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SAMPLE WEIGHT AND BALANCE RECORD
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(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)

AIRPLANE MODEL
ITEM NO. DATE IN OUT DESCRIPTION OF ARTICLE OR MODIFICATION AS DELIVERED

ISERIAL NO.
WEIGHT CHANGE ADDED (+) (LB.)

IPAGE NUMBER
REMOVED (-) RUNNING BASIC EMPTY WEIGHT

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SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

CESSNA MODEL 208 (675 SHP)

A properly loaded airplane, however, will perform as intended. Before the airplane is licensed, a basic. empty weight, center of gravity (C.G.) and moment are computed. Specific information regarding the weight, arm, moment, and installed equipment for this . airplane as delivered from the factory can be found in the plastic( envelope in the back of this handbook. Using the basic empty weight and moment, the pilot can determine the weight and moment for the loaded airplane by computing the. total weight and moment and then determining whether they are within the approved Center of Gravity Moment Envelope. .

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A WARNING
It Is the responsibility of the pilot to ensure that Operation the airplane Is loaded properly. outside of prescribed weight and .balance limitations could result in an accident and serious-or fatal injury.
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AIRPLANE WEIGHING PROCEDURES
1. Preparation: r a. Remove all snow, ice or water which may be on the \ airplane. . b. Inflate tires to recommended operating pressure. c. Lock open fuel tank sump quick-drains and fuel r.eservoir quick-drain to drain all fuel. Drain fuel can. ( d. Service engine oil as required to obtain a normal full indication (MAX HOT or MAX COLD, as appropriate, on dipstick). e. Move sliding pilot and front passenger seats to position the seat locking pins on the back legs of e.ach seat at station 145. Aft passenger seats (if installed) have recommended fixed positions identified with a code on the seat rails to show the position of each seat front attachment. In the event the aft seats were moved to accommodate a custom loading, they should be returned to the coded locations prior to weighing. f. Raise flaps to fully retracted position. g. Place all control surfaces in neutral position.
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6-6
For Training Purposes Only

13 October 1999

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CESSNA MODEL 208 (675 SHP)

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

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2. Leveling: a. Place scales under each wheel (minimum scale capacity, 2000 pounds nose, 4000 pounds each main). The main landing gear must be supported by stands, blocks, etc., on the main gear scales to a position at least four (4) inches higher than the nose gear as it rests on an appropriate scale. This initial elevated position will compensate for the difference in waterline station between the main and nose gear so that final leveling can be accomplished solely by deflating the nose gear tire. b. Deflate the nose tire to properly center the bubble in the level (see Figure 6-1). Since the nose gear strut contains an oil snubber for shock absorption rather than an airfoil strut,it can not be deflated to aid in airplane leveling. 3. Weighing.: a. Weigh airplane in a closed hangar to avoid errors caused by air currents. b. With the airplane level arid brakes released, record the weight shown on each scale. Deduct the tare from each reading . 4. Measuring: a. Obtain measurement A by measuring horizontally (along airplane centerline) from a line stretched between the main wheel centers to a plumb bob dropped from the center of the nose jack point located below the firewall and housed within the nose strut fairing. b. Obtain measurement B by measuring .horizontally and parallel to the airplane centerline, from center of nose wheel axle, left side, to a plumb bob dropped from the line between the main wheel centers. Repeat on right side and average the measurements. 5. Using weights from item 3 and measurements from item 4, the airplane weight and C.G. can be determined. 6. Basic Empty Weight may be determined by completing Figure 6-1.

1 April 1998
For Training Purposes Only

6-7

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

CESSNA MODEL 208 (675 SHP)

WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. TO i figure weight and balance, use the Sample Loading Problem, \ Weight and Moment . Tables,and Center of Gravity Moment Envelope as follows: Take the basic empty weight and moment from appropriate weight and balance. records carried in your airplane, and enter them in the column titled YOUR AIRPLANE on the Sample Loading Problem.

NOTE
In addition to the basic empty weight and moment noted on these records, the C.G. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The moment which is shown must be divided by 100,0 and this value used as the momentl1000 on the loading problem. Use the Weight and Moment Tables to determine the momentl1000 for each additional item to be carried; then list these on the loading
prob~m.

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NOTE
Information on the Fuel Weight And Moment Tables is based on average fuel density at fuel temperatures of 60°F. However, fuel weight increases approximately 0.1 Ib./gal. for each 25°F decrease in fuel temperature. Therefore, when environmental conditions are suCh that the fuel temperature is different than shown in the chart headings, new fuel weight calculation should be made using the 0 .1 Ib.lgal. increase in fuel weight for each 25°F decrease in fuel temperature. As an example, consider the chart for' Jet A fuel which has an average density of 6.7 Ibs.lgal. Assume the tanks are completely filled and the fuel temperature is at 35°F (25°F below the 60°F noted on the chart).

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6-8
For Training Purposes Only

13 October 1999

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CESSNA MODEL 208 (675 SHP)

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SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST NOTE

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Information on the Fuel Weight And Moment Tables is based on average fuel density at fuel temperatures of 60°F. However, fuel weight increases approximately 0.1 Ib.lgal. for each 25°F decrease in fuel temperature. Therefore, when environmental conditions are such that the fuel temperature is different than shown in the chart headings, a new fuel weight calculation should be made using the 0.1 Ib.!gal. increase in fuel weight for each 25°F decrease in fuel temperature. As an example, consider the chart for Jet A fuel which has an average density of 6.7 Ibs.lgal. Assume the tanks are completely filled and the fuel temperature is at 35°F (25°F below the 60°F noted on the chart). . Calculate the revised fuel weight by multiplying the total usable fuel by the sum of the average density (stated on chart) plus the increase in density estimated for the lower fuel temperature. In this particular sample, as shown by the calculation below, the resulting fuel weight increase due to lower fuel temperature will be 33.6 Ibs. over the 2224 Ibs. (for 332 gallons) shown on the chart, which might be significant in an actual loading situation: Then calculate the revised fuel moment. The revised moment is in direct proportion to the revised fuel weight: (revised moment) 408.8 (average moment)

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x

:;:2257.6 (revised weight) =2224 (average weight)

x= (408.8 X 2257.6) + 2224 The revised moment of X = 414.97. A value of 415 would be ' used on the Sample Loading Problem as the momenV1000 in conditions represented by this sample.

1 April 1998
For Trainine Purposes Only

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST NOTE

CESSNA MODEL 208 (675 SHP)

Information on the Crew And Passenger and Baggage/Cargo Weight And Moment Tables is based on the pilot and front passenger sliding seats positioned for average occupants (e.g., station 135.5), the aft passenger fixed seats (if installed) in the recommended position coded on the seat rails, and the baggage or cargo uniformly loaded around the center (e.g., station 168.4 in zone 1) of the zone fore and aft boundaries (e.g., stations 155.4 and 181.5 in zone 1) shown on the Loading Arrangements diagrams. For · loadings which may differ from these, the Loading Arrangements diagrams and Sample Loading , Problem lists fuselage stations for these items to indicate their forward and aft C.G. range limitations (seat travel and baggage/cargo area limitations). Additional moment calculations, based on the actual weight and C.G. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Weight And Moment Tables. For example, if seats are in any position other than stated on the Internal Cabin Loading Arrangements . diagram, the moment must be calculated by multiplying the occupant weight times the arm {n inches. A point 9 inches forward of the intersection of the seat bottom and seat back (with cushions compressed) can be assumed to be the occupant C.G. For a reference in determining the arm, the forward face of the raised aft baggage floor is fuselage station 284.0. Total the weights and moments/1QOOahd plot these values on the Center of Gravity Moment Envelope to determine whether the point . falls within the envelope, and if the loading is acceptable.

A WARNING
It is the responsibility of the pilot to ensure that the airplane Is loaded properly. Operation outside of prescribed weight and balance limitations could result in an accident and serious or fatal Injury_

6-10
For Training Purposes Only

13 October 1999

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CESSNA MODEL20a (675 SHP)

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

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WEIGHT AND BALANCE PLOTTER
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A Weight And Balance Plotter is provided to quickly determine the weight and balance of the airplane when loading. If the plotter shows a marginal condition developing, or if there is a' question concerning the results in any way, then a more precise weight and balance should be determined using the weight and balance procedure in this section. Instructions for use of the plotter are included on the plotter.

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CREW/PASSENGER LOADING
Six-way adjustable seats are provided for the pilot and front passenger, and these seats slide fore and aft on tracks having adjustment holes for seat position. On the Standard 208, aft passenger , seating is available in two configurations, Commuter seating and Utility seating. In Commuter seating, two individual, fixed-position passenger seats are located on the left side of the cabin, and three two-place, fixed-position, bench-type seats are located on the right side of the cabin. An "0" code marking on the aft seat tracks represents the recommended position for placement of the front leg plunger of each Commuter seat. In Utility seating, all seats are individual, fixed-position, collapsible seats which, if removed, can be folded for storage in the aft baggage area. Four passenger seats are located on the left side of the cabin, and four seats are located on the right side. An "X" code marking on the aft ' seat tracks represents the ' recommended position for placement of the front leg plunger of each Utility seat. Refer to the Internal Cabin Loading Arrangements diagram for the C.G. arm (fuselage station) of the pilot and al,l passenger seating pOSitions.
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A WARNING
None of the airplane seats are approved for Installation facing aft. Also, the left-hand oneplace seats In the commuter configuration must not be Installed on the outboard and middle seat ' tracks used for the right-hand two-place seats of the commuter configuration, even though the one-place collapsible seats In the utility ' configuration are normally installed In this location.

1 April 1998
For Trainine Purposes Only

6-11

SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST

CESSNA MODEL 208 (675 SHP)

BAGGAGE/CARGO LOADING
CABIN AREA
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To facilitate the carrying of large or bulky items, all aft seats'( (Standard 208 only) and the front passenger seat may be removed ' ( from the airplane. If a cargo barrier and its three barrier nets are ( available for installation, removal of the front passenger seat may not be desired. Mission requirements will dictate whether the barrier is to be used and the number of seats removed. If seats are removed for hauling cargo and the cargo barrier and its nets added, the basic empty weight and c.g. moment of the airplane should be adjusted so that these values accurately represent the weight and moment of the airplane before loading. To calculate the new weight and moment, refer to the airplane equipment list and acquire the weight andc.g. arm of each item of equipment to be removed or ( added, then record these values on Figure 6-2, Sample Weight And Balance Record, to ' assist in the calculation . 'For each item of ( equipment, multiply its weight by its c.g. arm to provide the moment for that item. Subtract weights of removed items (seats) and add .( weights of installed items (cargo barrier and its nets) to the original basic empty weight to provide a new basic empty weight Likewise, i subtract the moments , of removed items and add the moments of \ installed items to the original moment to provide a new airplane moment. (Remember that the moment value is to be divided by 1000 to reduce the number of digits.) The new basic empty weight and momentl1000 can be used as illustrated in the Sample Loading Problem when figuring airplane loading with the selected items of equipment removed/installed. With all the seats except the pilot's seat removed, a large cabin volume (341.4 cubic feet, less the ,volume required for the pilot) is available for baggage/cargo; if a cargo barrier is installed, the total volume available for cargo behind the barrier is 254 cubic feet. Cargo can be loaded through the large, almost square, two-piece cargo door. The floor is flat from the firewall at station 100, except in the rudder pedal area, to the aft side of the cargo door (station 284), and has a 200 pound per square toot allowable loading. Strategically located nutplates are provided which will allow the installation of plywood flooring (standard eqUipment on the Cargomaster) for ease of loading and distribution of concentrated loads (see Figure 6-11 ). Between stations 284 and 308, additional baggage/cargo space is provided ,on a raised floorboard approximately 5 inches above the main floorboard. 6-12
For Training Purposes Only

13 October 1999

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· CESSNA MODEL 208 (675 SHP)

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

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In the area of the removed front passenger peat, "I" section seat tracks are installed from station 125 to 159.98, and tie-down block assemblies (available from any Cessna Dealer) which clamp to the tracks can be installed to serve as tie-down attach points. ' From station 158 aft to the raised baggage/cargo floor, the seat tracks are designed to receive quick-release tie-down fittings which can be snapped into the tracks at intervals of 1 inch. The raised baggage/cargo floor contains eight (8) anchor plates to which quickrelease tie-down fittings can be attached. If rope, cable or other fittings are used for tie-downs, they should be rated at a minimum of 2100 pounds when used with all fittings noted in the table on Figure 6-9, except the double-stud quick-release tie-downs which require a 3150 pound rating. Maximum allowable cargo loads will be determined by the individual zone weight limitations and by the airplane weight and C.G. limitations. The number of tie-downs required is dependent on the load(s) to be secured. Figure 6-9 shows the maximum allowable cargo weight for each type of cargo tie-down attachment On the Cargomaster, the sidewalls in the cargo area are marked with vertical lines to facilitate the identification of the six (6) loading zones. Markings located on the sidewalls between the lines identify each zone by number and display the maximum load which can be carried Y.(ithin the zones. Refer to Maximum Zone/Compartment Loadings for maximum zone weight limits.

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CAUTION

The maximum load values marked In each zone are predicated on all cargo being tied down with· In the zones.
A horizontal line, labeled 75%, is prominently marked along each sidewall as a loading reference. As indicated on a placard on the lower cargo door, zones forward of the last loaded zone must be at least 75% full by volume. Whenever possible, each zone should be loaded to its maximum available volume prior to loading the next zone. An additional placard located on the right sidewall between zones 5 and 6 cautions that if the load in zone 5 exceeds 400 pounds, a cargo partition net (if available) is required aft of the load or the load must be secured to the floor.

1 April 1998
For Training Purposes Only

6-13

. SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

CESSNA MODEL 208 (675 SHP) '

A cargo barrier and three barrier nets are available for installation directly behind the pilot's and front passenger's seats. The barrier and nets preclude loose cargo from moving forward into the pilot's and front passenger's stations during an abrupt deceleration. The barrier consists of a U-shaped assembly of honeycomb composite ( construction. The assembly attaches to the four pilot and front passenger seat rails at the bottom at station 153 and to the wing carry-thru spar at the top at approximately station 166. The cargo barrier nets consist of three nets: one for the left sidewall, one for . the right sidewall, and one for the center. The left and right netsfi" in the space between the barrier assembly and the airplane sidewalls. The side nets are fastened to the airplane sidewalls and the edge of the barrier with six (6) quick-release fasteners each, three on each side. The center net fills in the opening in the top center of the barrier. The center net is fastened with four (4) 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 2900 pounds total, and that zones forward of the last loaded zone must be at least 75 full by volume. Refer to Figure 6-6 for additional details. .

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A WARNING
When utilized, the cargo barrier and its attached nets provide cargo forward crash load restraint and protection of the ' pilot and front passenger; however, the cargo must stili be secured to prevent It from shifting due to takeoff, flight, and taxi accelerations and landing, . deceleratIons. On the Standard 208, If passengers as well as cargo are located aft of the barrier, cargo - placement must allow movement and exit of the passengers and the cargo must be secured for crash load restraint conditions. Refer to cargo load restraint in this section for additional information concerning cargo restraint with and without a cargo barrier.

6-1 4
For Training Purposes Only

13 October 1999

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. CESSNA MODEL 208 (675 SHP)

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SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

A

WARNING

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Ensure the barrier net fasteners are secured takeoff, landing, and Inflight operations, and momentarily detached only for movement of nets for loading/unloading of Items through crew area.

for are the the

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Three cargo partition nets are available and can be installed to divide the cargo area into convenient compartments. Partitions may be installed in all of the five locations at stations 181.5, 208, 234, 259, and 284. The cargo partitions are constructed of canvas with nylon webbing reinforcement straps crisscrossing the partition for added strength. The ends of the straps have quick-release fasteners which attach to the floor tracks and two floor-mounted anchor plates located .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. Refer to Figure 6-7 for additional details.

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Zones divided by cargo partitions can be loaded without additional tie-downs provided a total loaded density for each partitioned zone does not exceed 9.75 pounds per cubic foot and the zone is more Cargo loading that does not meet these than 75% full. requirements must be secured to the cabin floor.

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CAUTION

The maximum cargo partition load Is ·the sum of any two lones. no more than two adjacent zones can be divided by one partition. The partitions .are designed to prevent the cargo from shifting forward and aft . In flight; they should not be considered adequate to withstand crash loads and do not replace the need fo r a cargo barrier.

1 April 1998
For Training Purposes Only

6-15

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

CESSNA

MODEL 208 (675 SHP)

A restraining net is available and can be installed on the inside of the airplane over the cargo door opening. The restraining net precludes loose articles from falling out the cargo door when the doors are opened ..The restraining net consists of two . halves which part in the center of the door opening. The front and rear halves r slide fore and aft, respectively, on a rod to open the net. The net is attached to the sidewall by screws and nutplates along the front and rear edges of the net. When the net is closed, the two halves are held together by snap-type fasteners. Refer to Figure 6-8 for additional details. Various tie-down belt assemblies and tie-down ring anchors are available for securing cargo within the airplane; the belts may also be used for ·tying down the airplane. A standard configuration is offered and contains three 3000-pound rated belt assemblies ·with ratchet-type adjusters and six single-stud, quick-release tie-down o ring anchors. A heavy-duty configuration consists - f three 5000pound rated belts with ratchet-type adjusters and six double-stud, Three SOOO-pound rated belts with quick-release anchors. overcenter-type locking devices are also available for heavy-duty use. The six single-stud and double-stud tie-down ring anchors are also available separately. The single-stud anchors can be attached , to any tie-down point in the airplane which isn't placarded for 'c attachment of partition nets only, whereas the double-stud anchors can be attached to the aft seat tracks only. See Figure 6-9 for maximum load ratings and tie-down ring anchorspacing restrictions. Refer to Maximum Zone/Compartment Loading for. maximum zone · weight limits.

A CAUTION
The maximum zone weight limits in each zone are predicated on all cargo being tied down within the zones. .

6-16
For Training Purposes Only

13 October 1999

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. CESSNA MODEL 208 (675 SHP)

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

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MAXIMUM ZONE/COMPARTMENT LOADINGS
Maximum zone loadings are as follows:
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Zone/ Com partment Fuselage 1 2 3 4

Volume (Cubic Feet)

Weight Limits (Lbs) ·Secured "Unsecured By Using Partitions Tie-Downs or in Cargo Pod 395 480 475 420 390 305 230 310 280

C.G.
(Station Location) 168.4 194.8 221 .0 246.5 271.5 296.0 132.3 182.1 239.6

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Cargo Pod

5 6
A

40.6 1410 49.4 1430 48.9 1410 1380 43.5 40.1 1270 31.5 320(Cargomaster) 325(Std. 208) 23.4 31.5 28.8

B
C

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'THIS IS THE MAXIMUM CARGO ALLOWED IN THE BAY INDICATED.

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"OENSITY MUST BE 9.75 LBS/FTJ OR lESS AND BAY 75% OR MORE FULl.

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1 April 1998 For Training Purposes Only

6-17

SECTION 6 WEIGHT & BALANCE/

CESSNA MODEL 208 (675 SHP)

EQUIPMENT LIST
CARGO POD

The airplane can be equipped with an 83.7 cubic foot capacity cargo pod attached to the bottom of the fuselage. The pod is . divided into three compartments (identified as zones A, B, and C) , by bulkheads and has a maximum floor loading of 30 pounds per square foot and maximum load weight limit of 820 pounds. Each compartment has .a lo~ding door located on the left side ofthe pod. The doors are hinged at the. bottom, and each has two latches. When the latch handles are rotated to the horizontal position with the doors closed, the doors are secured. Refer ·to Figure 6-4 and 613 for additional details.
CENTER OF GRAVITY PRECAUTIONS

Since the airplane can be used for cargo missions, carrying various types of ' cargo in a variety of loading configurations, precautions must be taken to protect the forward and aft C.G. limits. Load planning shoul. include a careful comparison of the mission d requirements with the volume and weight limitation in each loading zone and the final airplane C.G. Cargo loaded in the forward zones may need to be balanced by loading cargo in one or . more aft I zones. Conversely, loadings can not be concentrated in the rear of \ the airplane, but must be compensated by forward cargo to maintain balance. Under ideal conditions, loadings should be accomplished with heavy items on the bottom and the . load distributed uniformly around the C.G. of the cabin cargo area zone and/or cargo pod compartment. Loading personnel must maintain strict accountability for loading correctly and accurately, but may not always be able to achieve an ideal loading. A means of protecting the C.G. aft limit is provided by supplying and aft C.G. location warning area between 38,33 MAC and the maximum allowable aft C.G. of 40.33 MAC. The warning area is indicated by shading on the C.G. Moment Envelope (Figure 6-18) and C.G. Limits (Figure 6-19). This shaded area should be used only if accurate C.G. determination can be obtained.

6-18
For Training Purposes Only

13 October 1999

and right (Side) These movements are the result of forces exerted upon the cargo due to acceleration or deceleration of the airplane in takeoffs and landings as well as forces due to air turbulence in flight. When a cargo barrier Is Installed. cargo aft of the barrier must also be secured !o prevent movement in the five principal directions. Consistent use of these loading criteria is important. weight of the cargo. landing and taxi load restraint and/or crash load restraint. When a cargo barrier is not installed. 0 ( ( CARGO LOAD RESTRAINT PREVENTION OF MOVEMENT ( ( (to \ ( ( ( ( ( Cargo restraint requires the prevention of movement in five principal directions: forward. An ideal loading in every other respect can stili cause tail tipping and structural damage if proper weight distribution Is Ignored. heavy cargo loaded through the doors and placed momentarily In zones 4 and 5. landing. and it is the responsibility of the pilot to assure the cargo is restrained properly. but 0 0 1 April 1998 For Trainine Purposes Only 6-19 . provides the proper relationship between airplane configuration (with or without barrier). Correct restraint . For example. could cause an out-of-balance condition during loading. left (Side). all cargo mu~t be prevented from movement in the· five principal directions and secured to provide crash load restraint. The maximum rated loads specified for loadings without a barrier in the table on Figure 6-9 should be used for each tie-down. aft. CAUTION ( I" ( ( ( ( ( Exercise caution while loading or unloading heavy cargo through the cargo doors. and the restraint required. 0 Cargo must be tied down for flight. and taxi loads and for crash loads.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST ( ( A \. Restraint is required for flight. plus the weight of personnel required to move It to a forward zone. upward (vertical).

( . all cargo must be loaded I such that loading zones forward of the last loaded zone must be 75% full by volume. Refer to Figure 6-15 for diagrams of typical cargo tie-down methods for prevention of movement. Also. all cargo must be secured to prevent movement in the five principal directions and provide the same 'crash load restraint as though a barrier was not installed using the maximum rated loads specified for loading without a barrier. ( 6-20 For Training Purposes Only 13 October 1999 .A WARNING In special loading arrangements which allow the carriage of passengers as well as cargo behind the barrier on the Standard 208. 208. 259 and 284 to divide the cabin cargo area into compartments. 234. If the partitions are used. they cannot be considered as a replacement for the barrier. With a barrier installed. Each partition will withstand the forward and aft operational loads applied during takeoff. they must be used in conjunction with the cargo barrier.SECTION 6 WEIGHT & BALANCE/ CESSNA MODEL 208 (675 SHP) EQUIPMENT LIST only to the extent that shifting due to flight. landing. ( . the cargo partition nets available for the airplane can be installed at stations 181.75 pounds per cubic foot and the zone is more than 75% full. cargo placement must allow for movement and exit of the passengers. flight and landing by any two (2) zones forward or aft of the partition. The maximum rated loads specified for loadings with a barrier installed shown in the table of Figure 6-9 should be used for each tie-down. Use of the partitions will allow loading of the zones without tying down the cargo if the load density is not more than 9. Cargo loading that does not meet these requirements must be secured to the cabin floor. The pilot must be responsible to ensure proper load restraint In all loadings. Since partitions are not designed to withstand crash loads. and taxi loads is provided. . In this arrangement.5.

:. cargo partitions. items from passing through the barrier/nets. handling. The density of this cargo shall be sufficient to restrain the piercing or penetrating .:' 1 April 1998 For Traininl! Purposes Only 6-21 . ( ( ( ( ( Protection against the damaging effects of leakage of hazardous materials has not been provided in the cabin cargo area or cargo pod. Information and regulations pertaining to the air transportation of hazardous materials . . and rear wall under critical emergency landing conditions.. ~.( ( CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ ( ( ( EQUIPMENT LIST LOADING OF PIERCING OR PENETRATING ITEMS ( ( Regardless of cargo location. items of a piercing or penetrating nature shall be located so that other cargo is loaded between the . is outlined in the Code of Federal Regulations (CFR) Title 49 and in the International Civil Aviation Organization (ICAO) Technical Instructions for the Safe Transport of Dangerous Goods by Air. TRANSPORTATION OF HAZARDOUS MATERIALS Special protection of the airplane and training of personnel are key considerations in conducting approved transportation of hazardous materials.other personnel such as cargo receiving and loading personnel should be properly trained concerning the acceptance. storage. refer to the equipment list furnished with the airplane. In addition to the pilot-in-command and flight crew member (if used). If the condition cannot be complied with. loading and unloading of hazardous materials if these materials are to be carried. Additional details on training subject matter and location references for this information are included in the Cargo Loading Manual for this airplane.. and rear wall and the piercing or penetrating items to provide a buffer. Some general guidelines important to safe carriage of hazardous materials are also described in the Cargo Loading ( ( ( " . the piercing or penetrating items shall be tied down separately. partitions. EQUIPMENT LIST For a complete list of the required and optional eqUipment installed in the airplane as delivered from the manufacturer.barrier/nets. . Therefore provisions should be made to ensure this protection if carriage of these materials is planned.

Internal Cabin Dimensions (Passenger Version) (Sheet 1 of 2) .WIDTH ..CABIN FLOOR ( ( ( ( STATIONS 100 118 166 234 284 308 26856019 Figure 6-3. 50" 50" 50" 24" 50" ( ( . 6-22 For Training Purposes Only 13 October 1999 . WINDOW LINE CABIN WIDTH MEASUREMENTS ( ( * . 24" 31 7/S" 49" 24 " .SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) CARGO DOOR (LEFT SIDE) PASS.' • LWR. 243/S" 41 3/4" 44 3/4" 50" 50". DOOR (RIGHT SIDE) ( CABIN HEIGHT MEASUREMENTS CARGO BARRIER/NETS ( ( DOOR OPENING DIMENSIONS WIDTH (TOP) WIDTH (MIDI OVERALL) WIDTH (BOTTOM) HEIGHT (FRONT) HEIGHT (MIDI OVERALL} HEIGHT (REAR) CREW ODORS CARGO DOOR PASSENGER DOOR 11 7/S" 49" 355/S" 49" ..

. . WIDTH CMIDI OVERALL' 35 Sir' ( ( CREW DOORS WIDTH IBOTTOM' 317/8" 48" HEIGHT IFRONT. Internal Cabin Dimensions (Cargo Version) (Sheet 2 of 2) 6-23 For Training Purposes Only 7 September 2001 . CABIN BREADTH CABIN FLOOR * I (' 100 118 Figure 6-3.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CARGO DOOR ILEFT SIDE) ( ( ( ( I ( CABIN HEIGHT MEASUREMENTS RGO BARRIER/NETS ( ( ( ( ( ( ( DOOR OPENING DIMENSIONS WIDTH ITOP. 2. 3/8" HEIGHT CMIDI OVERAlLI 413/4" HEIGHT CREAR' 44 3/4" 11 7/8" 49" ( ( ( ( CARGO OOOR 49" SO" 60" 50" ( ( CABIN WIDTH MEASUREMENTS -WIDTH-• MAX.

MAX. COMPARTMENT MAX. ( ( ( MA><' FLOOR LOADING 30 LBS.---131/2" 14 1/2" 15 1/4. PER sa.35 284 ( DOOR OPENING DIMENSIONS WIDTH HEiGHT (FRONT) HEIGHT (MID) HEIGHT (REAR) ( ( ( fORWARD DOOR MIDDLE DOOR AFT DOOR 27 112" 201/2" 301/2" . -.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( CARGO POD HEIGHT MEASUREMENTS FORWARD DOOR ( ( ( ( 100 NOTES: 1. fT.81/2" ( ( ( . 2. 164. PER SQ. FLOOR LOADING 3D LBS. NO SHARP EDGES FT. NO SHARP EDGES CTR. MAX. Height dimensions are approximate and measur. FLOOR LOADING 30 LBS. Internal Pod Dimensions and Load Markings 6-24 1 April 1998 ( For Training Purposes Only . ( NO SHARP EDGES ( 2685X1078 ( ( Figure 6-4. WEIGHT 280 LBS.lage station shown and on waterline 68. WEiGHT 310 LBS.76 209." -. -. Width dimensions are approximate and measured at fus. FT. WEIGHT 230 LBS.d at fuselage station shown from bottom of fuselage to inside floor. AfT COMPARTMENT MAX. COMPARTMENT MAX .00 inside pod. PE R SQ. CARGO POD WIDTH MEASUREMENTS ( ( ( ( STATIONS 100 ( / CARGO POD DOOR MARKINGS FWD.

CHECK WEIGHT AND BALANCE · LOAD MUST BE PROTECTED FROM SHIFTING .::::.5 208 234 CARGO RESTRAINT STOWAGE I ( ( ( ( MAX LOAD BEHIND BARRIER 2900 lBS TOTAL ZONES FWD OF LAST LOADED ZONE MUST BE AT LEAST 75% FULL BY VOLUME. Internal Cabin Load Markings (Cargomaster Only) 1 April 1998 6-25 For Training Purposes Only ..:---:l:~::-:::::==:.u-----=__ 208 ( STATION IC._______________"-.4 I I I lB1.G.. ARM) 100 I ( ( 155. ( 75% FULL IVOLUME) LINE (TYPICAL) ( CABIN LEFT SIDE~=F:..( ( CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCEI EQUIPMENT LIST ( ZONE 4 MAX LOAD 1380 LBS ZONE 6 MAX LOAD 320 LBS ( ( ( ( ( ( ( ( STATION (C.J.see POH • NOTE: Left sidewall zone and maximum load markings same as on right sidewall.4 100 2685X1081 Figure 6-5. . see POH FOR EXCEPTIONS.? __ __ __ __ ( ~ L~===.:::::=:. ( _____ . ARM) 308 I I 284 259 234 I 1B1.G. IF LOAD IN ZONE 5 EXCEEDS 400 LBS A PARTITION NET IS REaD AFT OR LOAD MUST BE SECURED TO FLOOR ( ( CARGO BARRIER (AFT SIOEI MAX LOAD BEHIND BARRIER 2900 LBS TOTAL ZONES FWD OF LAST LOADED ZONE MUST BE AT LEAST 75% FULL BY VOLUME .. • CHECK WEIGHT AND BALANCE - .6 166.::=:_-::::-::. SEE POH FOR EXCEPTIONS.

f'-~'f-IJo~$I--CENTER NET (WITH 4 QUICKRELEASE FASTENERS) ( PILOT AND FRONT-----_-4~ PASSENGER SEAT RAILS LEFT SIDE NET IWITH 6 QUICK· RELEASE FASTENERS) ( FORWARD ATTACH PIN LOCATED AT STATION 163 ON SEAT RAI LS ( ( ( NOTES : 1...i . SEE POH FOR EXCEfi'rIONS. The quick-release fasteners which secure the center and side nets allow momentary detachment of the nets for loading/unloading of items through the crew area. '11 (WITH 6 QUICKRelEASE FASTENERS) ( ( ( ( CARGO BARRIER------<~ "it..SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ~~~~~----CABIN TOP STRUCTURE AT WING SPAR RIGHT SIDE N E T . . Cargo Barrier/Nets and Load Markings 6-26 For Training Purposes Only 13 October 1999 .CHECK WEIGHT AND BALANCE ( ( ( ( ( CARGO BARRIER (AFT SIDE) LOAD MARKINGS ( ( 26856020 Figure 6-6. The cargo barrier and attached nets must be installed to provide forward crash load restraint . 2... MAX LOAD BEHIND BARRIER 2900 LBS TOTAL ZONES FWD OF LAST LOADED ZONE MUST BE AT LEAST 75% FULL BY VQLUME..

Cargo loading that does not meet these raquiremenl6 must be secured to the cabin floor.._---PARTITION REINFORCEMENT . PARTITION REINFORCEMENT NOTES: 1.:!J(.234.. FLOOR-MOUNTED ANCHOR PLATE FORWARD~' OF RAISED CAR60 . they must be used in conjunction with the cargo barrier. they cannot be considered as 8 replacement for the berrier. 3.( ( CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCEI .-O'.208. EQUIPMENT LIST ( Uf+----SIDEWALL AND CEILING ANCHO. _ • FLOOR . Since partitions are not designed to withstand crash loads.R PLATE (TYPICAL) ( ( ~" 'fYuili'O~"'--+/--OUICK-RELEASE FASTENER f'. Partition nets are available for installation at stations 181.5.. flight and landing by any two (2) lones forward or aft of the partition. Cargo Partition Nets 1 April 1998 For Trllininl7 Pnrnoses Onlv 6-27 . ( 26856021 Figure 6-7. Each partition will withstand the forward and aft oper· ational loads applied during takeoff. Use of the partitions will allow loading of the zones without tying down the cargo if tho load dansity is no more than 9 . 2.259 and 284.75 pounds per cubic foot and the zone is more than 75% full. If partitions are used.---·CA.RGiO PARTITION NETS (TYPICAL) "lH}'II4----ADJUSTABLE BUCKLE ( ( ( ( ( ( ( ( ( ( ( ( QUICK-RELEASE FASTENER--1'1.

.-__rfrIJ FASTENER (TYPICAL) ( ( ( ( ( ( ( 26856022 ( Figure 6-8. Restraining net installed Inside of airplane over cargo door opening. Net halves should be pulled closed and snapped together to prevent articles from tailing out of door opening when cargo doors are opened.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( ( ( NOTES: VIEWED FROM INSIDE AIRPLANE ( 1. Cargo Door Opening Restraining Net 6-28 13 October 1999 ( ( For Training Purposes Only . 2. ( ( ( ( ( ( ( ( FRONT HALF OF RESTRAINING NET NET SUPPO ROD ( ( ( ( REAR HALF OF---101 RESTRAINING NET SNAP-TYPE .

whether configured with or without a cargo barrier/nets. if the cargo height is greater than its length.THOUT CARGO BARRIER/NETS INSTALLED 100 100 WITH CARGO BARRIER/NETS INSTALLED 100 200 Tie-Down Block on Seal Track On Front Passenger Seat Tracks Single-Stud Quick-Release Tie-Down on Seat Track On Aft Passenger Seat Tracks ( ( ( Single-Stud Quick-Release Tie-Down on 8aggage Floor Anchor Plate Double-Stud Ouick-Release Tie-Down on Seat Track On Raised Baggage Floor 100 200 On Aft Passenger Seal Tracks 150 300 ( When utilizing the aft seat rails tor tying down carg o. and whether passengers are carried aft of the cargo barrier/nets. • Tie-downs are required forward and aft of cargo load to prevent the toad from shifting. I ( TIE-DOWN BLOCK BOLT MUST BE TIGHTENED TO A MINIMUM OF 50 INCH POUNDS FRONT PASSENGER SEAT TRACK SINGLE STUD QUICK RELEASE TIE-DOWN RING/STRAP ASSEMBLY . When the cargo barrier/nets are installed. of tie-downs can be reduced by 1/2 as long as load shifting can be prevented. Cargo Tie-Dawn Equipment (Sheet 1 of 2) 6-29 For Traininl! Purooses Onlv Revision 6 .~ I BAGGAGE FLOOR ANCHOR PLATE AFT PASSENGER SEAT TRACK 26856016 26192012 26191007 Figure 6-9.v. If passengers are carried aft 01 the cargo barrier/nets. the number.. and the height and length of the load. FOR EXAMPLE: ( ( ( ( ( . cargo must be secured per the requirements without the barrier/nels Installed. requires a minimum of six (6) tie·downs (3 forward and 3 alt). minimum spacing for double-stud quick-release tie-down rings is 12 inches . The type of tledowns available. the sum at their individual rated loads. are the determining factors in selecting the number of tie-downs needed. Refer to Cargo Load Restraint in this section for additional information. then the minimum number 01 tie-downs must be doubled. . Regardless at whether the cargo barrier/nets are installed. The min imum number of tie-downs for this example would then be 4 (3+ 1. to utilize an even number of tiedowns). minimum spacing for single-stud quick-release tiedown rings Is six inches.~ ( A 600·pound load which has a height d imension that is equal to or less than its length dimension.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST 'MAXIMUM RATED LOAD (POUNDS) ITEM LOCATION f.

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( ( ( ( RATCHET ADJUSTER ( RATCHET ADJUSTER ( ( ( ( ( CARGO TIE-DOWN BELT ASSEMBLY CARGO TIE-DOWN BELT ASSEMBLY ( ( ( ( ( ( DOUBLE STUD QUICK RELEASE TIE-DOWN RING ANCHOR ( ( ~ ( ( AFT PASSENGER SEAT TRACK # I 26192004 26192012 ( ( ( ( ( ( Figure 6-9. Cargo Tie-Down Equipment (Sheet 2 of 2) ( 6-30 For Training Purposes Only 1 April 1998 .

. STATION ( 100 ..TES (TYPICAL) 2685X1082 Figure 6-10.. Anchor Plate and Plywood Flooring Arrangement 1 April 1998 6-31 For Training Purposes Only .. .. ( ( ( - PLYWOOD FLOORING NOTE Plywood flooring and anchor plates are secured by screws.. "( '. ..CESSNA ( MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCEI ( EQUIPMENT LIST ( ( l" ( 1... .~ . . . Floor Track. _ . -t ~. .. . .. _.. .~::" ( ( ( { ( ( ( ANCHOR PLA..------------- ( ( . .. · ..

Maximum Cargo Sizes ( . ( 70 z -l 65 ( 60 55 50 45 10 15 20 25 30 35 MAXIMUM 48-INCH HIGH RECTANGULAR CONTAINER WHICH CAN BE LOADED ( ( 5 40 45 50 \J I DTH ( I NCHES ) 2685T1052 Figure 6-11.( 6-32 For Training Purposes Only 1 April 1998 .SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( 115 110 105 100 LARGER ITEMS MAY BE LOADED DEPENDING ON SHAPE OF ITEM ( ( 95 90 ( 85 ( 80 If) G 75 :z ~ w ~ w ( .

. co~ CI)::l ::lCI)::l ~lll en'en • . .0 * it cargo or 8aggage area center of gravity in Zones 0 thru 6 ... -."' .--. ARM 100 -u~ --f-------------- ~ .-i-... NOTE: 1. 2 4 .".4 181."". Commuter seats 4 and 5 or Utility seat! 3 and 4 must be removed. CI) _..--- """" ~.1 "" ..... .." I~.5 " .ission requirements will dictate if any aft pa5Sl!nge< seating is to remain instalied.. "OQo '" (l1 Zr(J "'~O) CJ)()Z m~m 0) w w ...-....I i 1-~.~-.G. ". ." --- ---- --.-~.--. -308 SEATING c::t: mOG) m :E L____ ~_____ I..0.-.. The forward face of the raised aft baggage floor (Station 284.-j "" )1 I rZ mC/) o . . ZO:' 208 ~ .. . ~1-2S4 2. '" "E~t ~.. ' ". ..liS a convenient reference point for determining the location of occupant...g: .. -0 ~ ~ s::() Om oCJ) I\)~ to to -'" CD cO' c ....~ \._------(~II "" 1.g~----------"--------- --.. ~ .... "".~ w::l _CO CI) CI) Cil <» CD :J ""U3@..... ~ ~ = -r _0 i::l::l 5.8 * Pilot or front passenge< center of gravity on adjustable seats positioned for an average occupant with the .. _co ~ o _lll 3 ~ ~ . 01 (f) co i roN' roNE ::t: · 155...3! 259 2~ ~ oj . ..~ :: J 1 ~------k "~~ (~I if II ~-.>c......' .. Numbers in parentheses indicate forward and aft limits of occupant center of gravity range.~.. ... S::roCJ) -...:-i-.. (f)lll :::ra.. C". CI)::l ... ' " .... <D _0) Q)I\) " STANDARD SEATING ARRANGEMENT C.~....pLAC~ When ca@ barrier is installed... ".. ~lll <() """E ** 194..5 ** 296. ** 246. '""'- ---- ~ """ """" -.0) can be used .X'" .:. ~. o '" w '" rZO -I~-l .•_..at locking pin at slation 145.. f® ..~: I m . car9Q or baggage fuselage station...

0 Q 213.5 - f-l@ lS] .f .9 -4---[(1)(~DJ * * 194..G.5 220. 0 . -m 3 Wt5 * * 246..5-Q 0 o ><0) 193... ARM C. -u -» ::r:CJ) .. ARM C. _0 :::T9: m:::J mco 0'" _Pol CJ) Pol 169.. ARM x SEAT -'f> -U.5 ~~~6-l0 0J -l0 ®J '-..5-XX 223.5-...5-.G.5 248.ACE SEATING ICOMMUTERI l@l@ ~ ~ 159.5 1133. OPTIONAL SEATING ARRANGEMENTS SEATING POSITIONS AFT PASSENGER SEAT LOCATION CODE cO' t: " PILOT - CD o = COMMUTER SEAT ~UTlUTY PASSENGERS - <D CD THRU ® C..V 10000I.+ ..::. Pol I\) c/). ARM 100 --.p.5 --4+--.3 .. ~ * * 168..5 .5-- o XjoX Q 207.9 233.""' Pol ZONE 1 ~.---------I ~(") Z 2·PLACE SEATING Olm en en .5-240.51 m (") r--------~ ~.0 -~-\-- ~ IO-PLACE SEATING (UTILITYI . 135...9 .x x xx o o 245.5 x x o o r s: m I\) m a ** rn --\t--- 5 o CD * * 296... »** 2 2 1 ..2 :::: 217..6 m g: o I\) L ___________ J ** 296.0 .B .5 .- .--------.x x 175.51 * ~~ 135.0> I W .5· 146. C.146.::::::::::....5 1133. ~ * 135..f .4 271.G.5 * 2..5 ~ ~ ~ ~ x x 191..G.4 ..1133.---~ CO~ ::l - ~5" < ..1-------------- 100-- 1 0 0 .1.+ .5-186...146.5 ..51 166.J.. ...

. --.:I "'I -= = "'I :=: 5· cn r ::::To W<O ~a o'W :JCT <D~ <3 * 136.~ --- ~... ~.. ::S"~' ~ ~!I .4 ** 194. i I I ______ ..-.. m T . n ____ ... ""'""'" ---..~~..0 thru 6. (133. lOa --I--------------t : I I I I ." '.. .8 ** 221.6 208 234 259 284 ----=-308 ~ en .--- ~ '"' "C » :!: STANDARD om oCJ) C· "'T1 s:a (X) to to SEATING ARRANGEMENT e....-------------------. -- ...0.-..a m»m ~lJ)cn . (J1 CJ) I ... ..7 100 * * 168.5 ** Vl . m cp ~ '~l! ill' . II ' ..4 181 .' "'I <C -i Ei" JQ ::i" .o 284 308 c I _-I "'OQo maG') m ~ 6 ___________ J 0> (]I CD (J') (j\ ~ W 8 c. Numbers in parentheses indieate forward and aft limits of occupant center of gravitY range..(If~ -. "'"" """ '"' .~ ~-~ " : I ~ 1\)> o CD rZ mCJ) -I\) ... ARM e ... n " ' _ n _____ . _So 2 * Pilot or front passenger center of gravitY on adjustmle seat! P!lSitioned for an aver""" occupant with the seat locking pin at $lalion 145.J a·l Q ..G.-. --....146.. """""""""""" --.'---'--" .---... .. n ...> '" (j)0Z -l~c:n rZO -l»-I zr. o * * Cargo or BIggilge area center of gravity in Zo. <" = ~~ -~ 3 W'" <0 <D eo en I\) :J ....-.3? 136..51 g g ZONE 1 ~1 l~~i I ZONE I ZONE I ZON~ONE I ZONE I ZONE I j-l~2-r3 I 4-t-5-J-6~ 118 155..5. 4 NOTE: Ver1icaI lines marked on the cargo area sidewalls or the Io<ward face of the raiSed floor (Station 284. n_ STATION " II II If b.:J oeo .5 Q CI til <I> <I> <D w <Do." .6 n. ."'-::i~..0 ** 246.0) can be used as a convenient reference point for determining the location of occupanl or "argo fuselage station.

G..1 . B and C ( ( ( ( ( ( * 182.35) can be used as a reference po int' for determining the location of cargo fuselage 5tation.36 284 ( C. Cargo Pod Loading Arrangements 6-36 For Training Purposes Only 1 April 1998 . ARM ( ( 100---.+ .B ( * 239.C NOTE : Compartment bulkheads separating Zones A and B (Station 154.6 --+--.4 --+-* Cargo area center of gravity in Zones A._ _ ( * 132.75 209. ( ( ( ( ( ( ( 2685Xl079 Figure 6-13. ARM) 100 154.G.~N' I ZON' ~A B I ( ( ( ( ( C I STATION (C.75) and Zones B ande (Station 209.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( ( ( KDiDi~ ! I~O.

26B5X10BO Figure 6-14. OF F-LOAD SEQUENCE LOAD C-j-LOAD B ~ 'I" -LOADA~\ CARGO POD NO TIE-DOWN REO~ NO TIE -DOWN REQD .CESSNA MODEL 208 (675 SHP) SECTION E WEIGHT & BALANCE EQUIPMENT LlSl . individual loads must be secured by adequate tie-downs over tarps. f INTERNAL: CABIN : (NO I PARTITIONS): NOTE : It cargo partitions are not utilized. Loading Tie-Down by Zone and Load (Off-Loading Sequence) 1 April 1998 6-37 . .

( ( ( ( ( ( MULTIPLE FORCES SECURED BY FEWER STRAPS. CYLINDRICAL CARGO TIE-DOWN ( ( ( ( ( ( ( PROPER TIE-DOWN FOR ALL FORCES ( -. ( ( ( ( ( ( UPWARD CARGO RESTRAINT .( 268SX1083 Figure 6-15. ( ( ( CARGO I MPROPERL Y TIED. Typical Cargo Restraint Methods 6-38 For Training Purposes Only ( 1 April 1998 .SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( ( ( -~CARGO PROPERLY TIED. SHIFTS OCCUR . NO SHIFTS OCCUR.

9 0 CD CD ( 10 20 30 1.B MOMENT/IOOO 1.8 42.9 30_6 32.1 28.8 47.3 30.2 26.0 16.3 17.3 34.1 47.2 13.7 23.9 16.5 54.4 39.6 62.2 65.0 9.9 84.9 13.2 36.4 6.4 25.5 52.5 74.1 14.4 44.7 21.4 43.5 2.1 9.4 22.7 27.6 7.2 .6 42.7 5.5 10.7 31 .5 53_8 56.4 44.9 37.7 20.4 48.5 8.2 20.7 37.0 43.2 -26.0 26.5 67.1 23.5 52.3 54.93.7 3.6 68.7 54.8 54.6 60.6 15.8 49.7 2B.32.1 15.1 6.3 11.4 40.9 ARM=185. WEIGHT SEATSCDANOC!) 0A ND (DANDCD (!)AND@ (POUNDS) ARM=135.6 70.7 76.7 46.4 42.5 60.2 41.8 44~ 6 2.4 5.2 1.4 25.2 22.4 46.S 24.4 11.5 35.0 40.6 66.7 10.4 39.1 37.1 5.2 28.5 46.9 42.( CESSNA MODEL 208 (675 SHP) ( SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST ( CREW AND PASSENGERS (COMMUTER SEATING) ( ( ( r-'- PILOT/ AFT PASSENGER SEATS FRONT PASS.9 29.1 12.0 18.6 45.1 B.9 50.6 Figure 6-16.1 44.5 58.2 72.9 91.3 36. Weight And Moment Tables (Sheet 1 of 9) 1 April 1998 For Traininl! Purnoses Onlv 6-39 .3 21.2 28.7 35.7 4.0 52.8 2.1 16.9 64.1 40.2 86.l 30.9 39.8 50.2 18.2 62.6 21.7 80.9 47.9 16.1 51.7 34.7 14.3 68.1 58.2 13_ 0 14.2 24.8 42.1 23_ 8 25.4 6.8 63.8 8.6 37.5 33_9 35.8 70.5 27.6 33.4 19.0 4.1 52.7 74.3 34.6 64.4 48.2 45.8 12.4 56_ 1 57.9 ARM =201.3 38.4 22.l 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 8.6 19.3 40.9 ARM =217.5 10.9 13.0 27.3 .1 51 .4 46.2 79.8 59.6 66.4 2.8 31.2 11 .6 49.2 4.5 29.7 7.5 50.3 30.0 24.3 4.1 28.5 32.3 51.3 37.2 32.3 24.5 14.2 39.5 44.7 72.4 9.0 39.7 18_6 20.3 17.5 88.5 ARM=169.5 61.4 18.9 ARM=233.4 32.5 56.0 35.8 77.0 10.7 78.0 6.9 3.0 20.3 17.5 81.

6 19.0 16.5 4.4 19.3 45.2 46.8 42.3 30.1 74.3 54.6 23.7 52. 6-40 For Training Purposes Only 1 April 1998 .9 33:1 35.8 27.6 81.3 21.3 25.6 15.8 54.6 72.0 46.7 30.3 62.8 36.5 91.1 9.7 52.9 65.6 83.6 18.1 76.2 56.6 48.5 75.7 71.9 94.0 1.7 41.6 42.8 37.6 ARM~248.2 27.2 79.1 57.5 5.B 11.2 73.2 59.3 59.9 99.7 3.5 31.9 56.8 22.9 16.0 83.2 4.0 77.2 25.3 39.9 7.8 12.? 40.5 9.8 31.3 64.1 58.4 24.3 35.1 47.6 ARM =220.5 46.4 41.7 63.0 89.2 49.0 79.7 8.9 51.3 41 .2 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( .2 36.1 29.8 32.6 44.7 69.0 11.7 23.6 49.5 52.1 64.5 58.8 67.4 2 .5 87.7 71.5 82.6 38.8 93.9 34.4 25.1 51.0 26.6 58.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( CREW AND PASSENGERS (UTILITY SEATING) ( PilOT! AFT PASSENGER SEATS FRONT PASS.9 63. @ WEIGHT SEATSCDAN00 0AN00 0ANO® Q)ANOCD ARM~166.4 44:7 46.2 32.3 26.2 2.B 12.4 17:6 19.3 48:5 50.0 6.5 ARM =245.4 36.6 53.8 66.7 44.3 40.1 46.1 51.1 5.9 3.7 11.6 42.2 44.4 19.3 68.0 31.5 27.0 66.4 50.3 29.3 10.4 2.8 7.9 61.0 29.0 61.6 67.5 39.0 88.5 77.3 14.9 61.3 15.7 57.1 69.1 28.9 12.6 43.1 68.7 17.0 32.9 66.8 86.7 96.5 ARM~135.0 21.0 31.5 77.6 13.0 43.4 70.6 28.6 76.4 14.0 20.6 8.9 22.9 17.3 37.5 14.0 84.9 5.6 22.7 47.0 24.7 13.0 7.8 8.7 27.4 96.0 24.1 24.4 6.3 34.8 50. 38. 2.6 72.4 9 .5 (POUNDS) MOMENT/l000 ( CD ( ( 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360 370 380 390 400 1.4 .5 17.5 ARM~193.2 54.2 64.4 63.3 20.0 60.4 90.9 44.4 B.5 28.2 1. Weight And Moment Tables (Sheet 2 of 9) ( ( .9 55.4 81.9 34.3 49. ( Figure 6-16.9 39.2 13.5 29.5 85.2 15.3 17.3 59.5 61..0 36.6 48.3 23.6 33.5 33.0 13.6 54.8 39.8 .3 40.6 73.6 37.7 9.4 48.6 62.7 4.9 86.5 10.3 ' 95.3 21.8 75.9 66.6 63.9' 35.3 5.2 19.

0 290. JET B.6 271 .0 68.5 222.3 259.0 339.2 402.8 .6 369.9 130.3 18.4 49. 234.2 74.6 228.7 191.7 375.3 175 180 185 190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 265 270 275 280 285 290 295 300 305 310 315 .8 381.4 357.3 142.3 406.5 185.8 277.lGAL.1 136.4 111 .2 351.1 247.7 154.7 LBS.4 308.5 265.9 (' 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 117.1 210.0 99.8 62.2 43.8 161.2 173.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST FUEL (JET A. Weight And Moment Tables (Sheet 3 of 9) 1 April 1998 6-41 For Training Purposes Only .5 314.6 55.320 325 327 330 332 333.0 394.3 302.1 400. AT 60°F) ( GALLONS WEIGHT (POUNDS) 33 .2 253.2 296.2 105.3 179.1005 1038 1072 1105 1139 MOMENT/lOOO ARM VARIES 6.5 363.9 284.9 241 .0 204.6 86.9 388. 67 100 134 167 201 234 268 301 335 36B 402 435 469 502 536 569 B03 636 670 703 737 770 804 837 87i 904 938 971 .1 345.8 Figure 6-16.8 31 .8 198.1 12.0 167.3 408. JET A-l.8 32B. JP-l AND JP-8 WITH DENSITY OF 6.7 320.B GALLONS WEIGHT (POUNDS) 1172 1206 1239 1273 1306 1340 1373 1407 1440 1474 1507 1541 1574 1608 1641 1675 1708 1742 1775 1809 1842 1876 1909 1943 1976 2010 2043 2077 2110 2144 2177 2189 2211 2224 MOMENT/1000 ARM VARIES 216.5 148.0 37 .B 123.6 24.8 93.4 80.

0 18.9 239.S ( ( ( ( ( ( ( Figure 6-16.0 334.7 358.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( FUEL (JP-4 WITH DENSITY OF 6.2 162.8 352.2 317. 748 780 813 846 878 910 943 975 1008 1040 1073 1105 MOMENT/1000 ARM VARIES 5.1 323.1 198.9 12.1 42.1 36.0 WEIGHT GALLONS (POUNDS) 176 180 18.S 370.lGAl.2 90.1 329.2 66.9 22i.7 263.3 311.2 166.2 102.4 293.2 108.2 60. \ ( ( ( ( 396.8 245.1 180.2 120.0 216.0 221 .3 388.7 257.2 78.9 346.6 269.2 390.6 275.1 394.2 72.2 126.5 190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 265 270 275 280 285 290 295 300 306 310 315 320 325 327 330 332 1138 1170 1203 1235 1268 1300 1333 1365 1398 1430 1463 1495 1528 1560 1593 1625 1658 1690 1723 1755 1788 1820 1853 1885 1918 1950 1983 2015 2048 20BO 2113 2123 2145 2158 MOMENT/1000 ARM VARIES 210.2 168.5 LBS.2 114.5 287.2 174.8 251 .5 376. AT 60°F) WEIGHT GALLONS (POUNDS) 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 146 150 155 160 165 170 33 65 98 130 163 195 228 260 293 325 358 .1 48.2 132.4 299.0 24.2 138.1 18S.2 150.9 340.9 233.2 84.2 144.3 305.1 192.S 364.0 30. 390 423 455 488 520 553 585 618 650 683 715 .1 54. Weight And Moment Tables (Sheet 4 of 9) ( 1 April 1998 For Training Purposes Only .1 ( ( ( ( ( ( ( ( ( ( ( .2 96.1 204.4 382.5 281.

9 257.:" \c.3 294. 200. AT 60°F) WEIGHT GALLONS (POUNDS) 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 MOMENT/l000 ARM VARIES 6.2 188.4 194.2 12. Weight And Moment Tables (Sheet 5 of 9) 1 April 1998 For Trainln£!: Purposes Only 6-43 .CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST FUEL (JP-5WITH DENSITY OF 6.4 387.8 369.4 100.9 182.0 344..0 375.4 325.4 169.7.7 107.6 150.2 40B.1 50.4 412.2 350.4 37.1 319.8 338.1 31.4 244.8 282.0 288.5 125.5 300.9 207.9 232.9 ( " '.5 18.8 400.7 175.6 62.9 69:2 75.2 381.1 163.8 25. 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 34 68 102 136 170 204 238 272 306 340 374 408 442 476 510 544 578 612 646 680 714 748 782 816 850 884 918 952 986 1020 1054 1088 1122 1156 175 180 185 190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 265 270 275 280 285 290 295 300 305 310 315 320 325 327 330 332 Figure 6-16.6 393.4 356.7 306.8 132.lGAL.3 144.9 313.0 113.6 331 .1 263.0 406.9 157.2 119.8 44.8 88.4 269.4 GALLONS WEIGHT (POUNDS) 1190 1224 1258 1292 1326 1360 1394 1428 1462 1496 1530 1564 1598 1632 1666 1700 1734 1768 1802 1836 1870 1904 1938 1972 2006 2040 2074 2108 2142 2176 2210 2223 2244 2258 MOMENT!1000 ARM VARIES 21.9.3 414.2 238.6 362.4 56.5 81 .7 250.\.1 94.1 138.6 275.8 LBS.2 213.7 225.

4 248.8 366.8 276.6 72.1 175 180 185 190 195 200 205 210 215 220 225 230 236 240 245 250 255 260 265 270 275 280 285 290 295 300 305 310 315 320 325 326 330 332 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( { ( ( ( Figure 6-16.lGAL.6 133.0 116.9 44.8 94.3 292.3 171.4 226.2 303.5 111.7 83.8 188. AT 60°F! WEIGHT GALLONS (POUNDS! 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 30 .6 320.3 204.4 50.8 177. 5.2 149.5 352.9 232.4 215.7 33.0 55.8 199.9 243.6 22.5 122.1 127.5 11.5 61.3 270.3 38.8 265.3 269.1 325.1 66.7 298. Weight And Moment Tables (Sheet 6 of 9) ( ( ( 6-44 For Training Purposes Only 1 April 1998 .6 144.0 347.2 27.SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( FUEL (AVIATION GASOLINE WITH DENSITY OF 6. 1470 1500 1530 1560 1.2 160.3 88.9 358.1 336.2 314.4 359.1 136.7 166.7 155.4 237.8 287.6 331 .1 16.9 21Cl.590 1620 1650 1680 1710 1740 1770 1800 1830 1860 1890 1920 1950 1957 1980 1992 MOMENT/1000 ARM VARIES 193.9 105.0 LBS.9 254.3 182.3 GALLONS WEIGHT (POUNDS! 1050 1080 1110 1140 1170 1200 1230 1260 1290 1320 1350 1380 1410 1440 .9 221. 60 90 120 150 180 210 240 270 300 330 360 390 420 450 480 510 540 570 600 630 660 690 720 750 780 810 840 870 900 930 960 990 1020 MOMENT/1000 ARM VARIES.7 309.4 99.6 363.3 281 .2 77.5 342.

1 66.2 16.1 11 .6 21 .6 39.6 17.9 66.4 37.0 65.8 11.4 2.5 47.2 46.8 83.5 52.0 55.4 2.8 34.3 13.1 6.6 15.5 21.9 22.3 66.4 48.7 19.1 75.7 72.B B.2 4.4 101.3 110.8 lB.1 35.2 99.1 31 .8 84.8 4B.0 33:7 35.9 5.4 60.5 20.8 46.B 42.5 59. 37.5 19.1 46.7 11.5 79.2 24.2 21 .3 2B.0 42.3 79.6 62.8 77.5 56.9 60.1 5.4 25.9 64.6 92.6 81 .2 48.7 50.7 61.3 27.4 43.5 17.2 9.4 32.3 39.0 27.3 26.6 50.5 47.9 38.8 45.9 3.5 84.4 37.2 88.5 6.4 23.4 6.8 ZONE 3 ARM = 221.9 33.7 ZONE 1 ARM = 16B.6 93.0 77.5 ( { ~ .8 19.0 38.8 B5.7 3.7 40.0 WEIGHT (POUNDS) MOMENT/l000 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 lBO 190 200 210 220 230 240 250 260 270 2BO 290 300 310 320 330 340 350 360 370 380 390 400 410 420 430 440 450 460 470 480 490 500 1.5 15.7 15.2 33.6 91 .4 69.8 50.7 30.0 16.0 39.4 17.8 1.4 42.9 75.2 68.0 40. Figure 6-16.B 7.9 28.7 30.8 53.3 64.9 44.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST BAGGAGE/CARGO (CABIN LOCATIONS) ZONE 0 ARM = 136.5 97.6 52.0 44.4 62.9 106.5 36.0 97.0 70.3 15.B B2.1 72.0 86.7 8.7 B9.0 13.6 26.1 35.4 90.7 72.7 45.3 26.1 24.4 74.9 23.8 57.9 23.3 57.7 4..2 31 .7 13.5 5B.1 74.3 29.2 35.6 25.4 10.6 10.6 41 .9 79.1 20.8 13.3 64. 43.7 103.1 80.6 30.3 32.1 77.6 8.2 70.9 81 .2 1.1 108.9 12.2 53.7 67.5 28.3 58.9 42. Weight And Moment Tables (Sheet 7 of 9) \ 1 April 1998 6-45 For Training rllrposesOnly .B 9.0 76.1 .6 54.7 B7.3 6R5 70.5 95.4 ZONE 2 ARM=194.4 5.B 95.

3 19.9 76.4 66.1 Bl .0 59.6 73.0 79.0 5.1 103.3 38.3 63.4 84.9 7.0 34.1 68.8 91.8 20.3 88.2 6. and loaded airplane C.6 101.2 56.9 88.3 19.2 105.5 73. floor structure.4 8.9 85.' ( ( ( ( \.5 ZONE 6 ARM =296.8 49.8 14.4 27.B 86.9 32.7 59.0 40.6 92.7 24.6 27.0 21 . Weight And Moment Tables '(Sheet 8 of 9) / 6-46 For Training Purposes Only 1 April 1998 .1 29.8 17.6 32. ( Figure 6-16.5 38.3 51.4 46.6 29.3 66.7 26.2 ( Moment and weight limits shown for Zones o thru 6 are recommendations only.0 78.7 6.5 41.2 48.2 93.5 4.9 2.0 77.2 62.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) BAGGAGE/CARGO (CABIN LOCATIONS) ZONE 4 ARM=246.7 100.0 71 .1 98.7 62. maximum loadlncf is limite by floor loading 1200 Ibs.7 81 .1 29.3 95.6 35.1 10.7 91 .4 41.5 37.8 88.! sq.7 23.9 12.9 108.2 86.9 13.0 97.1 71.0 108.6 16.3 B3.G.3 67.9 11.9 80.6 54.2 24.9 70.5 106.3 76.4 78.1 66.7 43.9 8.4 44. The addition of plYwood flooring IS recommended to distribute concentrated load on seat tracks and .0 ( WEIGHT (POUNDS) ---( MOMENT/1000 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 150 170 180 190 200 210 220 230 240 260 260 270 280 290 300 310 320 325 330 340 350 360 370 380 390 400 410 420 430 440 460 460 470 480 490 500 2.8 17.3 14.9 51 .7.4 46.5 ZONE 5 ARM =271.7 96.2 61.8 94.9 82.2 69.0 74.5 103.4 50.2 65.8 54.2 89.5 110. ft.6 69.6 64.6 32.4 47.4 9.6 35.7 22.6 3.0 39.9 44.7 96.

1 MOMENT/1000 25 50 75 100 125 150 175 200 225 250 275 300 325 3.9 65.8 27.1 13.7 18 .3 31.9 ZONEC ARM=239.9 47.9 13.0 18.0 29.6 WEIGHT (LBS.6 9.2 6.0 12.1 54.5 29.0 45.9 59.9 71 .8 33.1 4.4 ZONE B AAM = 182.3 6 .0 24.9 35.2 26.9 23.4 41 .9 53 .9 41 .2 16.2 22.9 36. Weight And Moment Tables (Sheet 9 of 9) 1 April 1998 For Traininl! Purooses Onlv 6-47 .5 19.) Figure 6-16.6 59.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST BAGGAGE/CARGO (CARGO POD LOCATIONS) ZONE A ARM = 132.6 9.5 50.

.. 217.. .. 169.. '... . . .. .... . Seats 7 and 8 ISta... .. .. ... Saats 9 and 10 (Sta.. . Ilb. . . . . .. ... Do not combine Commuter seating and Utility sealing . . .0 -6.. . Includes unusable fuel and full oil) . ..) 4:'65 .... • ..... . . ... . . . ... .... Refer to Loading Arrangemenls Diag ram for aft passenger seating arrangements.. Seats 4 and 5 ISta. ... . . Seats 7 and 8 ISta.. 7.. ....... Basic Empty Weight (USB the data pertaining to your airplane as it is presently equipped.. 85. . .. 284 to 308) .. 233... ....... ......5) . . Waight /1000) 11000) (Ibs. . .. . .133. . 248. 0 70 ... .. 209.... ... . . ...... Seat 6 (Sta..5 to 146.. .. 155. 6. ~ ( ( 300 88. 100 to 154. ... . 5. lBl :5 to 208) .5) . 208 10 234) . .5) . . .9) .. . 166..35 to 284) .... . . . and since this point falls wilhin the envelope... .. Zone 4 (Sta. Seat 10 (Sta. . ..6 190 38n 17 340 300 7 . ...-in. . .. .. Maximum) .. .9) . H Aft Passengers (Utility Seating): Seats 3 and 4 ISta..SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) SAMPLE LOADING PROBLEM 1. ..... . . .. ..... ..-in.4 1452... 10. . . .. . . ... . .. 201 .. . 234 to 259) ..9) . ..0 68.. ... .9) . . . Zone:CJISta. .weight and moment of fuel being used. .. . ... .... . Zone 1 ISta. Zone 3 ISta... Cargo (Cargo Pod Locations): Zone A ISla. . Fuel allowance for engine start. .... 154. . .. RAMP WEIGHT AND MOMENT . . ..8 B.. Seat 9 ISta.5) . ...... .. .. . .. ... laxi... 4. . ......OC 35. ... Front Passenger ISaal 2) ISta. ...... ... 133. . . . . .. . ..4) ... . .. . . . . . Zone 2 (Sta. . .. .35) ..•• .. .... .5 to 146.. .. . . ... ... .. TAKEOFF WEIGHT AND MOMENT (Subtract Step 9 from Step 8) . .75 to 209.• .5) .. .. .. .. . . :....5) .. . .lSeat 1) (Sta. ... .. . . 9. . 2"Usable Fuel 1332 Gal. .. . .. . .... 259 to 284) .... . Zone B (Sta.... . ..5) ..* * Refer to Weight and Moment Tables for .. .3 64. . ....9) .6 37... .. .. '... . .. 118 to 155.5) . . .4 to 181. . . . the loading is acceptable. 193. .. Sample Loading Problem (Sheet 1 of 2) ( 6-48 For Training Purposes Only 1 April 1998 . ........ . ..... . Locate this point (8000 at 1452. .. 245. .... .) YOUR AIRPLANE Moment Moment (lb. .. .... 8035 -35 1459. . . 3. ... . SAMPLE AIRPLANE Weight IIbs. . . ( .. Zone 6 (Sta. . . .. . .. and runup . . . Pilot. . ..2 . .. . Baggage/Cargo: Zone 0 ISta. . . . . ... . 220... ..75) . . . . . "Aft Passengers ICommuler Seating): Seat 3 ISla..6 ( ( BOOO 11..... .. Seats 5 and 6 ISta... .. Zone 5 (Sta. . .. .. . ( ( ( ( Figure 6-17.6) on the Center of Gravity Moment Envelope.

' !1000) YOUR AIRPLANE Weight (Ibs.' !1000} YOUR AIRPLANE Weight (lbs._:'. A .) Moment (lb.) Moment (lb.) Moment (lb.-in. Sample Loading Problems (Sheet 2 of 2) 1 April 1998 For TrllininlJ PurDoSeS 6-49 Onlv .-in.- Figure 6-17.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST YOUR AIRPLANE Weight (Ibs.) Moment (lb. Operation outside of prescribed weight and balance limitations could result In en accident and 8eriou8 or fetel injury. It mB~ be useful to fill out one or more of the above columns so that specific oedings are avai able at a glance..' 1 1000) When several loading configurations are representative of your 0rcerations.' 11000) YOUR AIRPLANE Weight (lbs.-in. WARNING It Is the responsibility of the pilot to ensure that the airplane Is loaded properly.-in.

Center of Gravity Moment Envelope 1 April 1998 For Training Purposes Only .000 7500 CENTER OF GRAVITY MOMENT ENVELOPE CODE 3500 ( 32&1 7000 ( It: iii Z c « ~ g .000 13.G..000 14.. % C) ~ 6500 - TAKEOFF AND LANDING TAKEOFf ONLY 30CXl 8 g .SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208(675 SHP) LOADED AI RPLANE MOMENT/l000 (KI LOG.000 11.J ( ( 2000 4000 ( 1750 has been obtained for that loading.... II: Z ~ w 6000 2750 t% . lim ii.000 17.000 12. determination . falling within &haded area should be Uled only if an accurate e.G. w ~ ( W ( ( esoo 6000 2500 .... 2250 0 0 fil « ..: 5 .: g 4600 NOTE To prevent loadings beyond the alt C. 3600 ( ( 3000 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 ( LOADED AIRPLANE MOMENTI1000 (POUND-INCHESI · A ( WARNING ( It is the responsibility of the pilot to ensure that the airplane Is loaded properly. loadings which r. It: ~ c .000 15. Operation outside ' of prescribed weight and balance limitations could result in an accident and serious or fatal injury. ( ( ( ( ( 2685X1084 ( Figure 6-1 8..RAM-MILLIMETERSI 6000 8600 37&1 8000 6000 7000 8000 9000 10.G.ult in the C..000 16...J ( :5 ..

"1- t.G.::. 0.11 500 -I 1 1 165 170 175 185 AIRPLANE C.TAKEOFF ONLY II 3250 3000 2750 2500 2250 E: I- o :J :t " s: jjj w z Co.:.MILLIMETERS AFT OF DATUM (STA. 2685Xl085 Figure 6-19.G 2000 7 50 1-1.. Center of Gravity Limits 1 April 1998 For Trainine Purposes Only 6-51/6-52 .G.INCHES AFT OF DATUM (STA. LOCATION . Operation outside of prescribed weight and balance limitations could result in an accident and serious or fatal Injury. Eth±e~cE':IG3't:E:i. ~ II1=1:1~~ t- <l: <I: a: o w o 5000 4500 9 NOTE 4000 1-10-+1-1-+-1 To prevent loadings beyond the aft I-f--H--I--+I 3500 3000 160 ~ ~-+I--I-----+I jl-~3C-:±3· falling within shaded area should be used only if o[aJdi::nIgSjW::hIiCjh::rIeSjuElttijn lEi mEiJt.. (.:.G.:1 an accurate C. 0.\ I~ 3500 en o Z 7000 6500 6000 5500 I IeCODE TAKEOFF AND LANDING .CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCEI EQUIPMENT LIST AIRPLANE C.0) 4100 4200 4300 4400 4500 I 4600 4700 3750 8500 8000 7500 J 11 I I I I CENTER OF GRAVITY LIMITS 1-1-1-1-:-4.0) A WARNING It is the responsibility of the pilot to ensure that the airplane is loaded properly. determination has been obtained for that loading. LOCATION .: 180 c·1 ..

( ( ( For 'training Purposes Only ..( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( I \" .

.... .. .. ... Cargo Doors .. ..... . . .... ... . ...... . ....... .. . . . ...... . Crew Entry Doors .. .... . .. .. Landing Gear System ... Ground Control . .. . .... Cabin Windows .... ..... Right Flight Instrument Panel .. .... ..... .. .... .. ....... . ..... . ... .. ..." Airframe ............ ......... ..... ....( ( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS TABLE OF CONTENTS ....... .. . .. ..... ..... .... ......... .. ...... .. . . ........ .. . ... ...... . .. Introduction .... .... . Annunciator Panel ....... .. . . .. ........ ... ... Passenger Entry Door .................. . Passengers' Seats (Commuter) ........ ... ... And Shoulder Harnesses .. . Headrests ...... . .... ....... . ... Cabin Entry Doors ...... ...... . Seat Belts. ...... .. . . . ...... ... ... ... . .. Trim Systems . . .. .. . ......... Wing Flap System ..... . . ..... .... . ... . . .. ........ .. . .. ..... .. ....... Left Sidewall Switch and Circuit Breaker Panel ...... ...... ..... . . .. ... .. ...... .. . ... ... .. . ..... .. • . ...... . . . . ... .. .. Seat Belts And Shoulder Harnesses ......... . ...... .... . . .. .... . Passengers' Seats (Collapsible) ..... . . ... . ...... ... Baggage/Cargo Compartment .. .... Strap.... .... ... . .. .. . Pilot's And Front Passenger's Seats ........ .. .......... ..... Page 7-7 7-7 7-9 7-9 ( ( ( ( ( ( ( ( ( ( ( ( ( ( 7-12 7-13 7-16 7-16 7-20 7-22 7-23 7 -24 7-24 7-24 7-25 7-25 7-25 7-25 7-28 7-29 7-29 7 ~30 7-32 7-35 7-36 ( ( ( 1 April 1998 7·1 For Training Purposes Only . . ... . ... ...... ... . Seats .... " Flight Controls ... ... . ... . .. . ... ....... . .. .. .. . . .. .... ... .. .. . ... Instrument Panel ... ..... .. . Control Locks . ...... .

. .... . .. . .. . .. ..... 7-42 Propeller Control Lever ... . . . . ........ .. .. . .... ..... . . ... ... . . ... .. ..... .. . ..... .. .. .. . .... . .. . . Torquemeter . ... .. .. . ..... 7-52 ( Starting System .... . . . 7-43 Quadrant Friction Lock .. . . ... ... ... .. ... .. .. .. .. .. .. . .. .. 7-55 Propeller Overspeed Governor ... . 7-50 7-51 ( Engine Fuel System .. ... . ..... . ... .. .. ..... . .... . 7-45 Oil Temperature Gage . .. . .. . .... .. .. . .. .. 7-43 Torque Indicator ... . .... . 7-54 Starter/Generator . . . 7-44 ITT Indicator .... . .... . ... ... • ... . . . .. . ... . . .. . . .... .. ... ... ... ..... . ... . . . .... ..... . 7-44 Ng RPM Indicator . ... 7-54 Ng Tachometer-Generator . . Engine .. . 7-53 Oil 'Pump .. . . .... . Cooling System . .. . .. ... . .... .... .. . ... ... . ... . . .... . ... . 7-46 Ignition System . .... ... ... . . . .. . .. . ... 7-55 ( Interturbine Temperature Sensing System . . . ... 7-42 Fuel Condition Lever . .... .' ..... . .. . .. ..... 7-39 ( Power Lever . . . . . . ........ ... . Engine Lubrication System .. ... . . ... . ... .. . . . ... ....... ... .. ... . . ... .... .. ... 7-55 Propeller Governor . . ..... ... . Propeller .. . . .. .. ..... .. ... . . . .. ......... .... 7-44 Propeller RPM Indicator ... ....... .. . . .. . . .. . .. .. . .... . .. .... . . . . . .. .. ..... ..... ... ... . .. .... 7-40 7-40 Emergency Power Lever ... .. .. .. .. . . .. .>... ... ... . .. Exhaust System .. ... . 7-52 Engine Accessories ... . . . ......... .. .... .. ... .... . . . ... . .. .... . .. ... .... .... . ... ..... . ... . .. .. .. . . ....... . .... .. . . . . .. ... . ...... ... Oil Pressure Gauge . ... .. ... ..... .. .. . .... .. 7-44 Fuel Flow Indicator . ( 7-2 For Training Purposes Only Revision 6 ... .. 7-59 ( Overspeed Governor Test Switch . • . ........ .. . . .... .. . . . .. .. . . .. . . . ..7-56 7-57 Engine Gear Reduction System . ... ... ... . .... Chip Detectors . . 7-58 " ... . . .. ... ... ... . . . . .. .. . .... . . . . . .. . ..... ... . .. .. .... . 7-57 7-57 ( ( Oil Breather Drain Can .. . . .. 7-56 Engine Fire Detection System ... . .. .. . ... . ..... .. 7-48 \ ( Inertial Separator System . . ..... ... ... .. ... 7-43 Engine Instruments . .SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) Page TABLE OF CONTENTS (Continued) ... .... .. . . ..... • . . .. ..... 7-54 Propeller Tachometer-Generator . .... . ... .. ...... .. .. .. . . .. . .... 7-47 ( 7-48 Air Induction System .. 7-36 Engine Controls . . ... . ....... . .... .. . .. ..... ... ... ... ... . .. . ....... .. 7-54 7-54 Fuel Pump .. ..... ..... . .. . ........ .. 7-45 7-45 New Engine Break-In and Operation . .... . . . . . . . .

. ....... .. ....... . . . ... . . ... .. . .. ............... .. ... 7-63 Auxiliary Boost Pump Switch .... ... ... 7-77 Navigation lights .. ..... ..... ....... 7-76 Volt/Ammeter And Selector Switch . .. 7-69 Generator Control Unit ....( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AI RPLANE AND ( SYSTEry1S DESCRIPTION TABLE OF CONTENTS (Continued) Page ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( Fuel System . ... .... ... .. . . . .... . ... .. .. ..... ... . ... . . .......... .......... ... ..... . . ............ ....... 7-77 lighting Systems ...... ............ .. .. ..... Drain Valves 7-66 Fuel Drain Can ..... ........ ... ......... .. . ....... ..... ....... . ... ... .... .. 7-64 Fuel Flow Indicator ... 7-76 Ground Service Plug Receptacle .. . ....... 7-80 1 April 1998 For Training Purposes Only 7-3 . . ....... .. .... ....... ........ . ..... ....... .... ........... . . ..... ... . ... ........ 7-73 7-74 Generator Switch . .... ............. . 7-69 Ground Power Monitor . ............ ...... .... 7-73 Ignition Switch ..... ... ................ .. ...... .. . 7-76 Annunciator Lights ....... .. .................. ....... : ... ...... .......... 7-78 Strobe lights .... . . ....... .... .. .......... . ... ............. 7-80 Interior lighting ................. ... ... .......................... 7-64 Fuel Quantity Indicators .... 7~78 Taxi/Recognition lights ... . . 7-68 Electrical System .... .. . ....... ..... .. .... ............. ................. . .. 7-66 Auxiliary Fuel Pump On Annunciator ............... . ....... ... ... .•. ...... . .......... . 7-77 landing lights ...... ........... 7-74 Avionics Power Switches .. ... 7-74 External Power Switch .... . .. 7-77 Exterior lighting ....... 7-59 Firewall Fuel Shutoff Valve ... ....... . . 7-63 Fuel Selectors Off Warning System .... .............7-67 Brake System ... .... .. ................... . ........ . .... ............ .. ...... ... ..... . .... 7-80 Right Flight Panel/Right Flood lighting Control ....... ...... 7-65 Wing Tank Fuel low Warning Annunciators . Avionics Bus Tie Switch ..... 7-66 ..... ....... .. . .... . 7-65 Fuel Pressure low Warning Annunciator .. . ~ ... 7-75 7-75 Circuit Breakers .... ... ....... ... ..... 7-63 Fuel Tank Selectors .... . 7-79 Flashing Beacon light . ... . . . . . ..... .. 7-73 Starter Switch ........ . .... . .. 7-79 Courtesy lights .. 7-65 Reservoir Fuel lqw Warning Annunciator ............. ... .. 7-73 Battery Switch . left Flight Panel/left Flood lighting Control . 7-67 Fuel Pump Drain Reservoir ...........

... ..... .. .. . . . . . . .. ... Passenger Reading Lights .. .. . . . . . . ... No Smoking/Seat Belt Sign .. . . . .. Outside Air Temperature (OAT) Gage . .SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION TABLE OF CONTENTS (Continued) CESSNA MODEL 208 (675 SHP) Page 7-81 7-81 7-81 ( 7-82 ' 7-82 7-82 7-83 7-86 7-86 7-87 7~87 ( { Lower Panel/Overhead Light. Altimeter(s) . ..... . ...... ... . . . .. .. Directional Indicator .. . . . .. .. . . .. . . . ... . . .... .. .. . . ... .. • . . ... . . . ... . Ventilating And Defrosting System ........... .. . ... . . . .. Oxygen System . . . .. Ventilating Outlets .. ... . ....... .. . .. .. . . . . . ...... .. .. .... . .. . Engine Instruments/Radio Lighting Control Knobs Control Wheel Maplight .. . . .. .. .. . . . . 7-88 7-88 7-89 7-89 7-89 7-89 7-90 7-91 7~92 ' 7-92 ( 7-92 7-93 7-96 7-96 7-96 7-97 7-97 7-97 7-98 H~I ( ( 7-4 For Training Purposes Only 7 September 2001 . . . . . . . . .... . . .. .... . .. . . . . . .. .. . . .... ... . Stall Warning System .. . . . .. ... ..... .. ... .... .. .. ... . . .... . . Suction Gage ...... Vertical Speed Indicator(s) . J .. . . . . .. . . . . . . Avionics Support Equipment ... .. . ..... .... .. . . .. Vacuum-Low Warning Annunciator .. . Mixing Air Push-Pull Control .. . . . . . . . .... . . .. .. ..... ... . .. . . .. ... ... . ..... . . . . . .. . ... . . .... . . .... .. ... Vacuum System And Instruments Attitude Indicator .. . . . .. . ...... . .. Aft/Forward Cabin Push-Pull Control . . . . Vent Air Control Knobs . .. . ... ........ . . . ..... . . .. . .. . . Microphone-Headset Installations .. . ... .... . .. . .. Cabin Heat Firewall Shutoff Knob . ... . . ... . Static Dischargers .. . . . Cabin Lights . . . ...... .. .. .... . ... . . . .. . ......... ... .... . ..... . . . . .. .. . . . Cabin Heating. ...... .... .. .. ..... . . ... . . . . .. . . . . . . . . ... Avionics Cooling Fan .. . .. Instrument Panel Vent Knobs . .. . . . ... . Bleed Air Heat Switch Temperature Selector Knob . . .. .......... .. Defrost/Forward Cabin Push-Pull Control . .ng Controls . .. ... .. . ... ... ........ Right Flight Instrument Panel Pitot-Static System Airspeedlndicator(s) .... . . . . .. . ..... . Pitot-Static System And Instruments ....... ... . ... . . .. ... .. . ..

...... ..... . ..... . Cargo Pod .... ............. .. . . . Sun Visors .... . ...... Train. ... ........ .... .... ... .. . .... .......... Engine Inlet Covers and Propeller Anchor .. . .... .... Cabin Fire Extinguisher ... .......... . .. . .... .... .. .... .( ( ( CESSNA MODEL 208 (675 SHP) TABLE OF CONTENTS (Continued) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION Page 7-99 7-99 7 -100 7-100 7-100 7-101 7-101 7-101 7-101 ( ( ( ( ( ( ( ( ( ( Cabin Features ... .. .. Relief Tube .... . . . Beverage Cup Holders . Rings . .. ......n ... ...... ........ ... . " ... ... ... . ..... ... .... .............. ........... ....... ...... ..Crew Entry Step Assemblies . ........ . ..... Refueling Ladder ....... . . Hoisting........... 7-101 7-101 7-102 7 -102 7-102 7-103 7-103 7-103 ( ( ( ( ( ( ( ( ( ( ( ( ( ( 1 April 1998 1<'0 . Pnrnoli:pli: Onlv 7-5/7-6 ...... ... . . .. . .... .... .............. ...... Cargo Barrier/Nets . Cargo/Airplane Tie-Down Equipment . .. Cargo Partitions ..................... .. . . ..... .... ..... . . Oil Quick-Drain Valve .... ..... . ... Cargo Door Restraining Net . .. . .......... Map And Storage Compartments .. Miscellaneous Equipment . .. ..... .. ............

( ( ( ( ( ( ( ( For Training Purposes Only .

( . having integral fuel tanks. Information In this section will assist in .CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION INTRODUCTION This section provides description and operation of the airplane and its systems. Major items of structure are the front and rear carry-through spars to which the wings are attached. The integral fuel tanks are formed by the front and rear spars. Extensive use of bonding is employed in the fuel tank area to reduce fueled tank sealing. but could provide a basis for analyzing system malfunctions In case an emergency Is encountered. single-engine airplane equipped with tricycle landing gear and designed for general utility purposes.. Some equipment described herein is optional and may not be installed in the airplane.. and inboard and outboard . will not only Increase the pilot's proficiency and ensure optimum operation..closeout ribs. Refer to Section 9. The construction of the fuselage is a conventional formed sheet metal bulkhead. ( C. The front spars are equipped with wing~to-fuselage and wing-to-strut attach fittings. Supplements. The entire structure is covered with aluminum skin. stringer.s of other optional systems and equipment. and stringers. The externally braced wings. and skin design referred to as semimonocoque. .) 13 October 1999 For Training Purposes Only 7-7 . The responsible pilot will want to be prepared to make proper and precise responses in every situation. I ( AIRFRAME The airplane is an all-metal. a bulkhead and forgings for main landing gear attachment and a bulkhead with attaching plates at its base for the struHa-fuselage attachment of the wing struts.. doublers. The aft spars are equipped with wing-tO-fuselage attach fittings. that familiarization.. upper and lower skins.. for detai. high-wing. ( ( ( ( ( ( ( ( ( . l ( j\WARNING ( Complete familiarity with the airplane and Its systems . are constructed of a front and rear spar with formed sheet metal ribs.

and two left and two right wrap-c. Steel parts in contact with aluminum str4c1.ure are given a chromate dip before assembly. To assure extended service life of the airplane. A row of vortex generators on the top of the horizontal stabilizer just forward of the elevator enhances nose down elevator and trim authority.lround skin panels which also form the leadingedges. Dual push rods from each actuator \ located in the horizontal stabilizer transmit actuator movement to dual horns on each elevator trim tab to provide tab movement. sheet metal ribs and reinforcements. is of conventional construction . Internally. and a dorsal fin. Also. An elevator trim tab is attached to the trailing edge of each elevator by { full length piano-type hinges. The horizontal stabilizer is ' constructed of a forward and aft spar. The rudder is constructed of a forward and aft spar" formed sheet metal ribs and reinforcements" and a wrap-around skin panel. Externally. The vertical stabilizer consists of a forward and aft spar. formed leading edge skins. end of the aileron trailing edge. ( ( ( ( 7-8 1 April 1998 For Training Purposes Only . an overall coat of polyurethane paint which enhances resistance to corrosive elements in the atmosphere. and elevator. both mounted on the outboard .SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) ( Round-nosed ailerons and single-slot type flaps are of conventional formed sheet metal of each flap.~ The horizontal stabilizer also contains dual jack screw type actuators for the elevator trim tabs.airframe is painted with. sheet metal ribs. the entire airframe is corrosion proofed. The left aileron incorporates a servo tab while the right aileron incorporates a trimmable servo tab. rudder. aI/ control cables for the flight control system are of stainless steel construction. the complete . ribs and stiffeners. Construction of the elevator consists of a forward and aft spar. horizontal stabilizer. four upper and four loWer skin panels. and wrap-around skin panels for the leading and trailing edges. . \ The empennage (tail assembly) consists of a conventional vertical stabilizer. Both elevator tip leading edge extensions provide aerodynamic balance and incorporate balance weights. upper and lower skin panels. four skin panels. The top of the rudder incorporates a leading edge extension which contains a balance weight. all ' assemblies and sub-assemblies are coated with a chemical film conversion coating a~d are then epoxy primed.

. The airplane may also be equipped with an electric elevator trim system." . conversely. rotating it to the left (counterclockwise) will trim left wing down. Details of this system are presented in Section 9. spoilers and elevator and rudder/brake pedals for the rudder. aft rotation will trim nose-up. Elevator trimming is accomplished through two elevator trim tabs by utilizing the vertically mounted trim control wheelan the top left side of the control pedestal. Rotating the trim knob to the right (clockwise) will trim right wing down. The spoilers are interconnected with the aileron system through a push-rod mounted to an arm on the aileron bellcrank.': . conversely. . \ ( ( ( ( Manually-operated aileron. elevator and rudder control surfaces and a pair of spoilers mounted above the outboard ends of the flaps. The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons. rotating it to the left will trim nose-left. elevator.( CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( FLIGHT CONTROLS / ( ( ( ( ( ( The airplane's flight control system (see Figure 7-1) consists of conventional aileron. Aileron servo tabs provide reduced maneuvering control wheel forces. and rudder trim systems are provided (see Figure 7-1). The wing spOilers improve lateral control of the airplane at low speeds by disrupting lift over the appropriate flap. Aileron trimming is achieved by a trimmable servo tab attached to the right aileron and connected mechanically to a knob located on the control pedestal. Rotating the trim wheel to the right will trim nose-right... ( ( ( ( Rudder trimming is accomplished through the nose wheel steering bungee connected to the rudder control system and a ' trim control wheel mounted on the control pedestal by rotating the horizontally mounted trim control wheel either left or right to the desired trim ( " " position. 13 October 1999 For Training Purposes Only 7-9 .) conversely. Fences on ailerons enhance lateral stability. TRIM SYSTEMS ( . "'-". Supplements. Spoiler travel is proportional to aileron travel for aileron deflections in excess of 5° up_ The spoilers are retracted throughout the remainder of aileron travel. Forward rotation of the control wheel will trim nose-down.

.. . .~... ........ Flight Control And Trim Systems (Sheet 1 of 3) 7-10 For Training Purposes Only ... ( ...:. 1 April 1998 .. :......~.:...I~• ... ( ( ( / AILERON TRIM CONTROL SYSTEM ( ( 26856025 26856026 Figure 7....... ...... ...1...SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) ( ( AILERON/SPOILER CONTROL SYSTEM .

. Flight Control And Trim Systems (Sheet 2 of 3) 13 October 1999 7-11 For Trainin2 Purposes Only ..::~.. ..... ( ( ( ( (.. "':::··:..... . . ' ·· . .:'.::·.. " ..'.....:::::... \~/" I' .~...:.:.. . .\1·::</:·:··:·...:::':'~'" .: :.::..'.' <...:..: . '-'.•.l~..( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ELEVATOR CONTROL SYSTEM ( ( ( . ..<:...':. ...." '.. '<..: ..:~~:i~. . ' : : : .:. 1'0....1.....'...:. ..:. " {~~ ...:.:...-..:~.:.. ~... " ...:::....].... ~~r· \. " : ( ( ( ..:•. .:'.....·:$::. ... :..•.... ~\....:... .. • I • •••• •~'. ( ( ( ( .. . .:':'..... ..·.....:...: : :: '::..·.... .) . -~l. :: .::.·:..:..~...... ' ...'.'.. " "'...•.. ! .~ . f ' ...'.:....•." ..:..:..-'.:. •• . ' .:........ \:..:~ . • • •• •• • .....r" : .. ~I .~....:.:. 1 ·"::.:".:.. :...... " .....:._.~: .......:.. ..·:c. ' :. >: .. .. . .-. ....::. ::: ·:..:.... ..~::~:~: ..~.. ". ."~••...::'.. . " ~...:.." ..... .!.'. <::::"":':~::' ( ( ( ( ( f I" r ELEVATOR TRIM CONTROL SYSTEM ( ( ( ( ( ( ...[::> 26856027 26856028 Figure 7-1 . :...... : '....J " . <"::~ <>...:·' "' >:::'... ..

propeller overspeed governor test switch. and arranged vertically. The lower left side of the instrument panel contains a switch panel which has many of the switches necessary to operate the airplane systems. volVammeter. propeller anti-ice ammeter (if installed). and microphone and headset jacks. The airspeed indicator and altimeter are located to the left and right of the gyros . Below the flight instrument panel are the lighting switch panel and the parking brake. annunciator panel test switch. Located directly above the flight instrument panel are the annunciator panel. 7-12 For Training Purposes Only 1 April 1998 . altitude alerter (if installed). Flight Con'trol And Trim Systems (Sheet 3 of 3) INSTRUMENT PANEL The instrument panel (see Figure 7-2) is designed around the basic "T" configuration. Immediately to the left of the flight instruments are the clock. and the fire detector test switch. suction gauge.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) RUDDER AND RUDDER TRIM CONTROL SYSTEMS 26856029 Figure 7-1. left fresh air vent pull knob. volVammeter selector switch.respectively. annunciator panel day-night switch. left fresh air vent outlet. The gyros are located immediately in ·ront of the f pilot. The remainder of the flight instruments are located around the basic "T".

CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( . right fresh air vent. The remainder of the instruments (turn and bank indicator and vertical speed indicator) are grouped around the basic liT". contains the emergency power lever. Directly to the right of these instruments are the hour meter. right fresh air vent pull knob. independent pitot-static pressure system for operation. wing flap selector and position indicator. Like the pilot's flight instrument panel. A control pedestal. fuel flow indicator. elevator. fuel condition lever. propeller RPM indicator. Ng RPM indicator. and map compartment. Located directly above the avionics stacks in the top center of the instrument panel are the engine instruments consisting of the torque indicator. 13 October 1999 For Training Purposes Only 7-13 . RIGHT FLIGHT INSTRUMENT PANEL ( ( ( ( ( ( ( ( ( ( ( ( A supplementary flight instrument group is installed directly in front of the right front passenger. rudder and aileron trim controls with position indicators. propeller control lever. power lever. vertically with the airspeed indicator to the left and the altimeter to the right to form a basic liT" arrangement. right front passenger's microphone and headset jacks. The cabin heat switch and control panel. provisions for air conditioning controls. and controls on this panel. Avionics equipment is placed vertically in dual stacks approximately in the center and just right of center of the instrument panel. refer in this section to the description of the systems to which these items are related. and a microphone. ITT indicator. The right side of the instrument panel contains space for additional flight instruments and the fuel totalizer. the fuel shutoff valve control. the right · flight panel groups the attitude and directional indicators . switches. For details concerning the instruments. cabin heat firewall shutoff valve control. oil pressure/oil temperature gauge. The right flight instruments utilize a second. and rudder lock control handle are located directly below the avionics stacks. extending from the center of the instrument panel to the floor. and left and right fuel quantity indicators.

....SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) ( .. Typical Instrument Panel (Sheet 1 of 2) 7-14 For Training Purposes Only 1 April 1998 ....... 26656030 Figure 7-2. . ( ~ ~ .. . :: ~ ~ ~ ~ ~ := ~ CO> ao co 1ft • CO> .

Map Compartment 36.. 37. ITT Indicator 17.3! -< en --i ~ en m en» 0en'"OCf) 58. 4. 48. Left Fuel Quantity Indicator 25. " 14. NAV/COM Radios 20..· 6. Fright Hour Recorder Right Auxilairy Mic and Phone Jacks Om 33 . 40. .. 51 . ~() }> -0 ~ 1. 32.. Annunciator Panel 11. Fuel Flow Indicator 23. 53. Course Deviation Indicator (No. Volt/Amineter 59. 47..~~~~~~~ ~~~~~ ~~~~~~~~~~ . 50. 5. Weather Radar 28. Airplane Registration Number Additional Instrument Space Fire Detection Test and Annunciator Panel Function Switches 8. Marker Beacon Indiccitor Lights and Switchesl Audio Control Panel 18. ADF Radios 30. 42. . 57..rJQ ~ 'C -= . and Control Panel Lighting Rheostats Parking Brake Handle Pftofs Controf Wheel Location DlHce/Anti-ice Switch Panel Lighting Control Panel Volt/Ammeter Selector Switch Static Pressure Alternate Source Valve m --. 52. Right Control Wheel Location cabin Heat Switch and Control Panel Rudder lock Control Handle Wing Aap Selector lever and Position Indicator ProPeller Control lever . PHot's Flight Instrument Group 10. Instrument Panel Ventilating Control 62. Altitude Alerter Propeller Anti-ice Ammeter Suction Gage 31. Overspeed Governor Test Switch arm :n»a _Z--i OZZ ZO--. CD CD CO ~ . Fuel Totalizer 29. DME.. Quadrant Friction lock Fuel Condition Lever Fuel ShUtoff Control Cabin Hllat Firewall Shutoff Control Rudder Trim Control Wheel and Position Indicator Aileron Trim Control Knob and Position Indicator Elevator Trim Control Wheel and Position Indicator Emergency Power Lever Power lever Inertial Separator Control Instrument. instrument Panel Ventilating Outlet 35. . 45.. ADF Bearing Indicator (No. 56. Autopilot Roll Trim Indicator and Autopilot Annunciators 9.'l6 RPM Indicator 19. 7. HF Radio 26. 1\)> 38. Transponder 22. 21 andADF Bearing Indicator (No..J U1 OJ o en :r: . Right R ight Instrument Group 3. Pilot's Auxiliary Mic and Phone Jacks m:D 60. Magnetic£ompass 16... Instrument Panel Ventilating Outlet 61. 2) 12. Autopilot Control Unit 24.... ~.. 54.' . \ (~' /""~"::'\. Right Fuel Quantity Indicator 27. 46. 39. 43. N. 2.J ~»O -om_ . Radio Dial.. 49... 44. Torque Indicator 13. = '" '" o tD o = -< U1 -:-' . 55. 41 . OilPressure Gage/Oil Temperature Gage 21.~ . Instrument Panel Ventilating Control oen men rZ Clock 34. PropeUer aPM Indicator 15.

To reactivate the annunciator. the LAMP TEST switch illuminates all lamps on the annunciator panel and activates both of the fuel selector . Switches and controls on this panel are illustrated in Figure 7-3. When activated. Two annunciator panel function switches. The panel contains separate indicator lamps which illuminate green. NOTE If a red or non-dimmable amber annunciator illuminates at night and becomes an unacceptable distraction to the pilot because of its brightness leve'. pull the light assembly out slightly and push back in. a red lamp illuminates. A green colored lamp is illuminated to indicate a normal or safe condition in the system. I NOTE Some annunciator lights shown in Figure 7-4 are optional.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) LEFT SIDEWALL SWITCH AND CIRCUIT BREAKER PANEL Most of the engine control switches and all circuit breakers are . located on a separate panel mounted on the left cabin sidewall \. off warning horns. This variable intensity is controlled by the ENG INST lighting ~heostat. are located to the left of the panel. it may be extinguished for the remainder of the flight ·by pushing in on the face of the light assembly and allowing it to pop out. When a hazardous condition exists requiring immediate corrective action. adjacent to the pilot. labeled LAMP ' TEST and DAY/NIGHT. 7-16 For Training Purposes Only Revision 6 . The DAY/NIGHT switch provides variable intensity down to a preset minimum dim level for the green lamps and some of the amber lamps (when in the NIGHT position). An illuminated amber lamp indicates that a cautionary condition exists which mayor may not require immediate corrective action. 7-4) is located at the top edge of the instrument panel directly in front of the pilot. amber or red 'when a specific condition occurs in the associated airplane system . ANNUNCIATOR PANEL The annunciator panel (see Figure.

.n.. ( I GENERAL CIRCUIT BREAKERS BUS 1 I ~@~~~~~~~~ ~~(@G~~~~~0il-41--1-~ GENERAL CIRCUIT BREAKERS BUS2 ( ( ( ( ( ( ( ( I .l In "'At ~~ Hl~~' =1. I I 'hi .. IIIDI •• itll ilI~ M I0Il1 i AVIONICS -I4--+-!tI-!-~O~00~O~O~ CIRCUIT BREAKERS BUS 1 AVIONICS CIRCUIT BREAKERS BUS2 26182010C ( ( ( ( ( Figure 7-3.Ul I o FUEL BOOST SWITCH run m u" Jill _ WI' .n "Tft "'I·ItI .... I" .( ( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( AVIONICS STANDBY STANDBY POWER POWER SWITCH/BREAKER SWITCH AVIONICS BUS TIE --~~~ GENERATOR SWITCH ~--- SWITCH/BREAKER~\ 1t'=it. w..~ EXTERNAL POWER SWITCH ( ( AVIONICS POWER SWITCH/ BREAKER (2) 0 1 BATTERY SWITCH ( ( r- :!: . =~~ ~~L _ 'IL nil' lLU' III ( I': II !::-' _ "':--l ~e~~~~~0)~@5.. Typical Left Sidewall Switch and Circuit Breaker Panel 1 April 1998 For Traininl! Purooses Onlv 7-17 .: i::i ::i _ '.tt.. I I I''''' I 1m I M'~'::II I I II .1CI _ un . .

RESERVOIR FUEL LOW (RED) .Indicates fuel quantity in the left fuel tank is 25 gallons or less. Figure 7-4. Typical Annunciator Panel (Sheet 1 of 2) 7-18 For Training Purposes Only 1 April 1998 . 3. OIL PRESSURE LOW (RED) .Indicates engine oil pressure is less than 38 psi.Indicates an excessive temperature condition and/or possible fire has occurred in the engine compartment. . Hg. VOLTAGE LOW (RED) .SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) 21 20 19 18 17 ILLUMINATION CODE ti:. 5.HAZARDOUS CONDITION (Requires Immediate Corrective Action) 1 1 AMBER . GENERATOR OFF (RED) .NORMAL OR SAFE CONDITION I I UNUSED ANNUNCIATOR SPACE 2685M6008 24 23 22 1. 4.i~~~~~:il RED . ENGINE FIRE (RED) . LEFT FUEL LOW (AMBER) . 7. 8.Indicates electrical system bus voltage is low and power is being supplied from the battery.Indicates the emergency power lever is advanced out of the NORMAL position.Indicates the tuellevel in the reservoir tank is approximately one-half full or less. 6. EMERGENCY POWER LEVER (RED) . VACUUM LOW (RED) -Indicates the vacuum system suction is less then approximately 3.CAUTIONARY CONDITION (May Require : Immediate Corrective Action) [==:J GREEN .Indicates the generator is not connected to the airplane bus.0 in. 2.

Figure 7-4. 11.Indicates fuel quantity in the right fuel tank is 25 gallons or less. .Indicates electrical power is being supplied to the engine ignition system. 10.Indicates the auxiliary fuel pump is operating. FUEL SELECT OFF (RED) . 22.Indicates one or both fuel tank selectors are off. or accessory gearbox case. WINDSHIELD· ANTI-ICE · (GREEN) . ( ( 29 September 1998 For Training Purposes Only 7-19 .Indicates the upper cargo door and/or upper aft passenger doors (Standard 208 only) are not latched.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( RIGHT FUEL LOW (AMBER) . 17. windshield anti-ice power relay.Indicates the startergenerator is operating in the starter mode. 19. 13. 24. Annunciator Panel (Sheet 2 of 2) 9. STARTER ENERGIZED (AMBER) . IGNITION ON (GREEN) .Indicates electrical power is being supplied to the. BATTERY HOT (AMBER) . NOT USED. DOOR WARNING (RED) .Indicates that metal chips have been detected in either the reduction gearbox case.Indicates electrical power is not available from the standby alternator. 16. CHIP DETECTOR (AMBER) .75 psi. 20.Indicates the electrolyte temperature in the optional Ni Cad battery is critically high. 21. DE-ICE PRESSURE (GREEN) . NOT USED.Indicates the electrolyte temperature in the optional Ni Cad battery is excessively high. FUEL PRESSURE LOW (AMBER) . 14. 23. 12. 15. STANDBY ELECTRICAL POWER ON (AMBER) . 18. AUXILIARY FUEL PUMP ON (AMBER) .Indicates pressure in the de-ice boot system has reached approximately 15 psig.Indicates fuel pressure in the fuel manifold assembly is below 4. STANDBY ELECTRICAL POWER INOPERATIVE (AMBER) .Indicates the standby alternator is supplying electrical power to the bus. BATTERY OVERHEAT (RED) .

Do not use the propeller blades . left rudder pedal to steer i left and right rudder pedal to steer right. will fall into view alongside the nose strut. the degree of turn may be increased up 10 56° each side of center. By applying either left Or right brake. . never turn the nose wheel beyond the steering limit marks either side of center. The minimum turning radius of the airplane.or spinner to push or pull the airplane. CESSNA MODEL 208 (675 SHP) GROUND CONTROL Effective ground control while taxiing is accomplished through nose wheel steering by using the rudder pedals. use the wing struts as push points. using differential braking and nose wheel steering during taxi. routinely during preflight inspection to prevent operation with a i damaged nose gear. attached to a cable. a red over-travel indicator block (frangible stop) will fracture and the block. is as shown in Figure . If excess force is exerted beyond the turning limit.by attaching a tow bar (stowed in aft baggage/cargo compartment) to the nose gear fork axle holes.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION . When a rudder pedal is \. If a tow bar is not available.a spring-loaded steering bungee (which is connected to the nose gear and to the rudder bars) will turn the nose wheel through an arc of approximately 15° each side of center. If the airplane is to be towed by vehicle. Moving the airplane by hand is most easily accomplished . This should be checked . or pushing is required. 7-5 7-20 For Training Purposes Only 1 April 1998 . depressed.

.75 FEET (WITH STROBE LIGHTS) ( ( .875 FEET (WITH STROBE LIGHTS) /: 12. FULL RUDDER AND POWER ( ( ( ( ( ( ( ( ( ( 26856009 Figure 7·5. Minimum Turning Radius 1 April 1998 F()r Training Purposes Only ( 7-21 .( ( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( 1 4 .63..67 FEET "\ ( ( ..97 FEET / ( " 11 .-~--~ 31 . ~~-" \ \ ( ( ( ( ( '1 { '-'" I ( ( i j i ( NOTE: ( ( MINIMUM TURNING RADIUS WITH INBOARDWHEEL BRAKE LOCKED...

a guarded standby flap motor switch and a guarded standby flap motor up/down switch located on the overhead panel. .:.. Both guarded switches are safetied in the closed position with breakable copper wire.. 26856033 Figure 7-6. ... . A scale and white-tipped pOinter on the left side of the selector lever provides a flap position indication.. For flap deflections greater than 10 0 ....... . .. { ( ( ( A standby system can be used to operate the flaps in the event the primary system should malfunction.... single-slot type (see Figure 7-6) and are driven by an electric motor.~.. .. on the left sidewall switch and circuit breaker panel. .•... The standby system consists of a standby motor... The wing flap system is protected by a "pull-off" type circuit breaker. The selector lever is moved up or down in a slotted panel that provides mechanical stops at the 10 0 and 20 0 positions....... move the selector lever to the right to clear the stop and position it as desired.. ... ( ( 7-22 For Training Purposes Only 1 April 1998 ... . . .. Wing Flap System WING FLAP SYSTEM The wing flaps are large span......•. labeled FLAP MOTOR.-...:..~t" .. The wing flaps are extended or retracted by positioning the wing flap selector lever on the control pedestal to the desired flap deflection position.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) · .•... \ .'. " ...: : .

then. After actuation of the standby flap motor system.( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( " The guarded standby flap motor switch located on the overhead panel has NORM and STBY positions. lift the guard breaking safety wire. breaking safety wire and actuate the standby flap motor up/down switch momentarily to UP or DOWN. Each main gear wheel is equipped with a hydraulica"y actuated single-disc brake on the inboard side of each wheel. actuation of the standby flap motor up/down switch should be terminated before the flaps reach full up or down travel.desired. labeled STBY FLAP MOTOR. located on the left sidewall switch and circuit breaker panel. The guarded NORM position of the switch permits operation of the flaps using the control pedestal mounted selecto'r. as . and the nose gear oil-filled shock strut and spring-steel drag link. and in other conditions. center off and ' DOWN positions. The standby flap system is protected by a "pull-off" type circuit breaker. lift the guard. ( 7 September 2001 For Training Purposes Only . The standby flap motor up/down switch has UP. The switch is guarded in the center off position. switch guards should be resafetied to the closed position by maintenance personnel when maintenance action is accomplished. I To operate the flaps with the standby system. Observe the flap position indicator to obtain the pesired flap position. Since the standby flap system does not have limit switches. and place the standby flap motor switch in STBY position. ( LANDING GEAR SYSTEM The landing gear is of the tricycle type with a steerable nose wheel and two main wheels. the STBY position is used to disable the dynamic braking of the primary flap motor when the standby flap motor system is operated. the standard nose gear fork and standard tires can be replaced with a three-inch extended nose gear fork and oversized nose and main gear tires. an interconnecting springsteel tube between the two main landing gear struts. Shock absorption is provided by the tubular spring-steel main landing gear struts. 7-23 . To improve operation from unpaved runways.

Additional cabin seating is available on the . A WARNING None of the airplane seats are approved for installation facing aft. PILOT'S AND FRONT PASSENGER'S SEATS The six-way adjustable . fixed-position collapsible seats on each side of the oabin in the Utility configuration. or from within the cabin. When loading the Passenger version. Passenger version which consists of three rows of two place fixed \ seats and two rows of two place fixed seats and two rows of oneplace fixed seats in the Commuter configuration.passengers should not be placed in the baggage area unless the airplane is equipped with special seating for this area. ( The space normally .used for baggage consists of the raised area ( from the back of the cargo doors to the aft cabin bulkhead. Access . or four rows of one-place. · to the baggage area is gained through the cargo doors.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) BAGGAGE/CARGO COMPARTMENT . and check that the seat is locked in place by attempting to move the seat and by noting that the small pin on the end of the T -handle protrudes. refer to Section 6. Position the seat by pulling on the small T-handle under the center of the seat bottom and slide the seat into position. . For baggage/cargo area and door dimensions. adjusted for height. any material that might be hazardous to the airplane or occupants should not be placed anywhere in the airplane. the aft ! ( passenger door (Passenger version only). then release the handle. Also. and the seat back angle changed. pilot's or front passenger's seats may be moved forward or aft. When utilizing the airplane as a cargo carrier (Passenger version and Cargo version) refer to Section 6 for complete cargo loading details.( 7-24 1 April 1998 For Training Purposes Only . Quick-release tie-down ring/strap assemblies are provided for securing baggage and are attached to baggage floor anchor plates provided in the airplane. . SEATS Standard seating consists of both a pilat's and front passenger's Six-way adjustable seat.

Seats for the fourth and fifth. HEADRESTS Headrests are available for all seat ·configurations except the aft passenger's collapsible seats. PASSENGERS' SEATS (COMMUTER) (Passenger version Only) The third and sixth seats are individual fixed-position seats with fixed seat backs. The pilot's and front passenger's seat positions are equipped with shoulder harnesses with inertia reels. The seats are lightweight and quick-removable to facilitate cargo hauling. A WARNING Failure to properly utilize seat belts and shoulder harnesses could result In serious or fatal Injury In the event of an accident. All seats are fastened with quickrelease fasteners in the fixed position to the seat tracks. when not in use. The seats.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( The seat is not locked if the pin is retracted or only partially extends. Raise or lower the seat by rotating a large crank under the front right corner of the seat. Seat back angle is adjusted by rotating a small crank under the front left corner of the seat. The seat bottom angle will change as the seat back angle changes. are folded into a compact space for stowage in the aft baggage area. and ninth and tenth positions are two-place. When desired. The seats are readily fastened with quick-release fasteners to the seat tracks in anyone of the eight seat pOSitions. the seats can be unfolded and installed in the passenger area. ( PASSENGERS' SEATS (COLLAPSIBLE) (Passenger version Only) Individual collapsible seats are available for the aft eight passenger positions. The aft passenger seat headrests are not adjustable. providing proper support. To adjust a pilot or front passenger seat headrest. apply enough pressure to it to raise or lower it to the desired level. 7 September 2001 For Training Purposes Only 7-25 . ( ( ( ( ( ( SEAT BELTS AND SHOULDER HARNESSES ( ( ( All· seat positions are equipped with seat belts and separate shoulder harnesses. fixed-position bench type seats with fixed seat backs. Armrests can be moved to the side and raised to a pOSition beside the seat back for stowage. seventh and eighth.

. Seat Belts and Shoulder Harnesses (Sheet 1 of 2) 7-26 For Training Purposes Only 1 April 1998 . ( (Left Hand Commuter Seating Shown) ( NARROW RELEASE STRAP FREEENDOF HARNESS ( I ( SEAT BELT · BUCKLE HALF ( ( SEAT BELT LINK HALF AND SHOULDER HARNESS RETAINING STUD ( ( ( ( ( ( ( ..- 26656031 ( Figure 7-7.~.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) AFT PASSENGERS SEATS .

(~:# 26192017A Figure 7·7. CROTCH STRAP FREE END OF SEAT BELT \..' PILOT'S &PASSENGERS SEATS (Typical) I i ( "' \ ( ( ( SHOULDER HARNESS ( ( ( ( ( SEAT BELT BUCKLE /" ( . Seat Belts and Shoulder Harnesses (Sheet 2 of 2) 7 September 2001 For Trllining Purooses On Iv 7-27 ..~ ( ( ( ( ( ( ( LOCK -~_~____ INDICATOR PIN (SEAT FORE AND AFT ADJUSTMENT) SEAT HEIGHT ADJUSTMENT SEAT BACK ANGLE ADJUSTMENT NARROW ADJUSTER STRAP ( ( ..( CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( .

the inertia reel allows complete freedom of upper body movement. which is the connection point for the left belt half. ( over the shoulders and insert their links into the upper slots in the buckle. t. During flight operations. the other hand. Finally. A WARNING Failure to properly utilize seat belts and shoulder harnesses could result in SERIOUS or FATAL injury in the event of an accident. however. the reel jwililock automatically to protect the occupant. Both halves of the seat belt have adjusters with narrow straps to enable the belt halves to be lengthened prior to fastening. the reel will lock automatically to protect the occupant. ( Bring the crotch strap upward and insert its link into the bottom slot in the buckle. The right half of the seat belt contains the buckle. however.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA . Insert the left belt link into the left slot of the buckle. the inertia reel allows complete freedom of upper body movement.MODEL 208 (675 SHP) SEAT BELTS. STRAP AND SHOULDER HARNESS (Pilot/Front Passenger Seats) ( Both the pilot's and front passenger's seat positions are equipped ( with a five-point restraint system which combines the function of \ conventional type seat belts. a crotch strap. The left belt. in the event of ' a sudden deceleration. in the event of a sudden deceleration. crotch strap and harnesses. crotch strap and harnesses are fitted with links which insert into the buckle. ( To use the restraint system. lengthen each half of the belt as necessary by pulling the buckle (or connecting link) to the lap with one hand while pulling outward on the narrow adjuster strap with . . The seat belts and crotch strap attach to fittings on the lower seat frame and the inertia reel for the shoulder harness attaches to the frame of the seat back. position each strap of the shoulder harness . The seat belts should bei tightened for a snug fit by grasping the free end of each belt and pulling up and inward During flight operations. 7-28 \ For Training Purposes Only 1 April 1998 . and an inertia reel equipped double-strap shoulder harness in a single assembly.

a conventional interior door . then rotate the handle forward to the LATCHED position. ( CABIN ENTRY DOORS Entry to. and harnesses is accomplished by simply twisting the front section of the buckle in either direction and pulling all connecting links free. To lock the crew entry doors when leaving the airplane. a lock override knob. close the left crew entry door. ( A CAUTION Failure to properly close and latch the crew doors may allow them to open In flight.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION Release of the belts. and an openable window. lock the door. The right crew entry door incorporates a conventional exterior door handle. a key-operated door lock. strap. airstair type door on the right side of the airplane just aft of the wing (refer to Section 6 for cabin and cabin entry door dimensions). To operate the override. through a two-piece. and exit from the airplane is accomplished through an entry door on each side of the cabin at the pilot's and front passenger's positions and. ( A lock override knob on the inside of the left crew door provides a means of overriding the outside door lock from inside the airplane. use the conventio'nal door handle and door pull. on the Passenger version only. CLOSE and LATCHED positions.prior to flight. handle. rotate the handle down and forward to the OPEN position. and should not be opened intentionally during flight. lock the right entry door with the manually-operated inside door lock. an over-center action will hold it iii that position. To close the door from inside the airplane. and using the key. / 7-29 For Training Purposes Only . To open either entry door from outside the airplane (if unlocked). a conventional interior door handle. Place the handle in the CLOSE position and pull the door shut. 7 September 2001 . pull the knob and rotate it in the placarded direction to unlock or lock the door. CREW ENTRY DOORS ( ( ( ( ( The left crew entry door incorporates a conventional exterior door handle. and a manually-operated inside door lock. When the handle is rotated to the LATCHED position. A cargo door on the left side of the airplane also can be used for cabin entry. Both crew doors should be latched . The inside door handle is a three-position handle with OPEN.

rotate the exterior door handle on the upper door section counterclockwise to the open pOSition. raise the door section to the over-center position. When opened. Latch the lower door section by rotating the inside handle forwa~d to the . CLOSE position. located on the annunciator panel. Closing the passenger entry door . the upper section swings upward and the lower . This handle is designed so that when the upper door is closed. Following this ! action. Once the upper section is open. The upper door section incorporates a conventional exterior door handle with a separate key-operated lock. The lower door also contains integral door support cables and a door lowering device. a red light. The door steps deploy automatically from their stowed positions. section drops down providing integral steps to aid in boardin'g or ( exiting the airplane. a pushbutton exterior . the gas spring telescoping door lift automatically raises the i . and an interior door handle which snaps into a locking receptacle. To enter the airplane through the passenger entry door. then grasping the center of the door and pulling inboard until the door is held snugly against the fuselage door frame. 7-30 For Training Purposes Only 1 April 1998 . door to the ful/l.door release. The lower door section features a flush handle which is accessible from either inside or outside the airplane. the handle cannot be rotated to the open position. A WARNING The outside proximity of the lower door section must be clear before opening the door. . from inside the airplane is accomplished by grasping the support cables of the lower door section and pulling the door up until the top edge is within reach.Jp position.SECTION 7 AIRPLANE AND CESSNA MODEL 208 (675 SHP) SYSTEMS DESCRIPTION PASSENGER ENTRY DOOR (Passenger Version Only) The passenger entry door consists of an upper and lower section. A cabin door open warning system is provided as a safety feature so that if the upper door is not properly latched. depress the exterior pushbutton door release. release the lower section by pulling up on the inside door handle and rotating the handle to the OPEN position. illuminates to alert the pilot. labeled DOOR WARNING. Lower the door section until it is supported by the integral support cables. and .

A more firm closing motion should allow the latching pawls to engage and permit the door handle to rotate to the latched position. A CAUTION ( ( ( Refer to Section 3. After the lower door section is secured. Then snap the interior handle into its locking receptacle. EMERGENCY PROCEDURES. As the door nears the closed position. rotate the lower section door handle up and aft to open position and push the door outward. Next. the automatic door lift will raise the upper ·door section to the fully open position. ( ( ( ( A WARNING ( The outside proximity of the lower door section must be clear before opening the door ( ( ( 7 September 2001 For Training Purposes Only 7-31 . Once the door is partially open. the door is not fully closed. but do not use excessive force. grasp the pull strap on the upper door section and pull down and inboard. rotating the handle clockwise to the open position. for proper operational procedures to be followed if the passenger entry door should Inadvertently open In flight. Exit from the airplane through the passenger entry door is accomplished by pulling the upper door section inside handle from its locked position receptacle. pull inboard firmly to assure engagement of the latching pawls. If the handle will not rotate easily. The telescoping damper will lower the door to its fully open position and the integral steps will deploy.CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( " ( Check that the lower front and rear latches are properly engaged. and pushing the door outward. Once the latching pawls are engaged. the inside handle should be · rotated counterclockwise to the horizontal (latched) position.

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) Closing the passenger entry door from outside the airplane is accomplished by raising the lower door section until the door is held firmly against the fuselage door frame. As the door nears the closed position. operates in ( conjunction with the interior door handle and is used whenever it is desired to· open the door from outside the airplane while the interior ( door handle is in the . CARGO DOORS A two-piece cargo door is installed on the left side of the airplane just aft of the wing trailing edge. door section just forward of the exterior door handle. After entering the airplane. Latch the lower door section by rotating the inside handle' forward and down to the CLOSE position . After the lower door section is secured. The cargo door is divided into an upper and a lower section.. A WARNING Do not use the outside key lock to lock the door prior 10 flight since the door could not be opened from the Inside If It were needed as an emergency exit. Depressing the pushbutton releases the interior door handle lock and allows the exterior door handle to function normally to open the door. on the Passenger version only. grasp the edge of the door and push inward firmly to assure engagement of the latching pawls. the upper section swings upward and the lower section swings forward to create a large opening in the side of the fuselage which facilitates the loading of bulky cargo into the cabin . The exterior pushbutton-type lock release. The upper section of the cargo door incorporates a conventional exterior door handle with a separate key-operated lock.located on the · upper . grasp the pull strap on' the upper door section and pull down. When opened.Iocked position. a pushbutton exterior emergency door release. If desired when leaving the airplane parked. snap the upper door interior handle into its locking receptacle (unless cargo obstructs access to the door) . lock the handle in the horizontal position by use of the key in the outside key lock. 7-32 For Training Purposes Only 1 April 1998 . and. and an interior door handle which snaps into a locking receptacle. Once engaged. the outside door handle can be rotated clockwise to the horizontal (latched) position.

Once the upper section is open. After the lower door section is secured. illuminates to alert the pilot. disconnect the holding strap or chain from the fuselage. To close the cargo door from outside the airplane. The handle is designed so that when the upper door is closed. ( ( ( ( ( ( ( ( 7 September 2001 For Training Purposes Only 7-33 . a red light. To open the cargo door from outside the airplane. depress the upper door section exterior pushbutton door release (Passenger version only) and rotate the exterior door handle clockwise to the open position. the telescoping door lifts will automatically raise the door to the full up position. grasp the pull strap on the upper door section and pull down. The lower door section features a flush handle which is accessible from either inside or outside the airplane. labeled DOOR WARNING." ( { ( ( The upper door also incorporates two telescoping door lifts which raise the door to the fully open position. inattention to this safety feature may allow the upper cargo door to open In flight. and hold the door firmly against the fuselage door frame to assure engagement of the latching pawls. Open the door forward until it swings around next to the fuselage where it can be secured to the fuselage by a holding strap or chain. ( ( A CAUTION ( ( ( ( Failure to properly latch the upper cargo door section will result In illumination of the red door warning annunciator. when opened. the handle cannot be rotated to the open position. Following this action. located on the annunciator panel. A cargo door open warning system is provided as a safety feature so that if the upper door is not properly latched. Latch the lower door section by rotating the inside handle forward and down to the CLOSE position. release the lower section by pulling up on the inside door handle and rotating the handle to the OPEN position.( CESSNA SECTION 7 ( ( MODEL 208 (675 SHP) AIRPLANE AND SYSTEMS DESCRIPTION ( ( . swing the door aft to the closed position.

Next. the exterior door handle can be rotated counterclockwise to the horizontal (latched) position.door and push inward firmly to assure engagement of the latching pawls. key lock. grasp the edge of the . To open the cargo door from inside the airplane (Passenger version only). since the inside of the upper door has no handle. Once the door is partially open. exit from the airplane through these doors is not possible. and pushing the door outward. rotating the handle counterclockwise to the vertical position.door outward. Once engaged. A WARNING ( Do not attempt to exit the Cargo version through the cargo doors. 7-34 For Training Purposes Only 1 April 1998 . To close the cargo door from inside the airplane (Passenger version only). disconneqt the holding strap or chain from the fuselage and secure it to the door. . On the . Latch the lower door ' section by rotating the inside handle forward and down to the CLOSE position.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) As the door nears the closed position. rotate the lower section door handle up and aft to the open position and push the aft end of the . after entering the airplane. snap the upper '. Pull the door aft to the closed position and hold the aft edge of the door firmly against the fuselage door frame to assure engagement of the latching pawls. Passenger version only. door interior handle into its locking receptacle (unless cargo obstructs access to the door). open the upper door section by pulling the inside door handle from its locked position receptacle. The door may be completely opened and secured to ' the fuselage with the holding strap or chain from outside. 11 desired when leaving the airplane parked. the automatic door lifts will raise the upper door section to the fully open position. lock the handle in the horizontal position by use of the key in the outside.

( CESSNA MODEL 208 (675 SHP) ( ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( After the . including one each in the two crew entry doors. The Passenger version has twelve cabin side windows of the fixed type. The Cargo version has two cabin side windows. the interior door handle can be rotated clockwise to the horizontal position. one each in the two crew entry doors. two windows in the cargo door upper section. extra precaution should be taken to ensure that the occupant of this seat does not Inadvertently actuate the upper cargo door handle to the open position while In flight. The foul weather window may be opened for ground ventilation and additional viewing by utilizing the twist latch which is integral to the window. grasp the edge of the door and pull inward firmly to assure engagement of the latching pawls. ( ( ( ( ( ( ( CABIN WINDOWS The airplane is equipped with a two-piece windshield reinforced with a metal center strip. grasp the pull strap on ·tl:1e upper door section and pull down. lower door section is secured. The side window installed adjacent to the pilot's position incorporates a small triangular foul weather window. the aft left seat Is In close proximity' to the cargo door handles. As the door nears the closed position. and one window in the upper section of the passenger entry door. Once engaged. Snap the handle into its locking receptacle. ( ( ( ( ( ( ( ( ( ( ( ( ( ( 7 September 2001 For Trainin!! Purposes Only 7-35 . ( A WARNING If the airplane has utility seating.

align the hole in the left side of the pilot's control wheel shaft with the hole in the left side of the shaft collar on the instrument panel and insert the rod into the aligned holes. and the second driving a reduction gearing for the propeller.. one driving a compressor in the gas generator section. Installation of the lock will secure the ailerons in a neutral position and the elevators in a slightly trailing edge down position. PT6A-114A powerplant is a free. The flag identifies it as a control lock and cautions about its removal before starting the engine. parked. To install the control lock. while the airplane is. Proper installation of the lock will place the flag over the left sidewall switch panel. 9. rudder lock. surfaces to prevent damage to the these systems by wind buffeting . Supplements. refer to Aero Twin Rudder Gust Lock in Section . ( The control lock. . 7-36 For Training Purposes Only 1 April 1998 . For information and operating procedures pertaining to this type of lock. turbine engine. ( ENGINE The Pratt & Whitney Canada Inc. NOTE .. It utilizes two independent turbines.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) CONTROL LOCKS A control lock is provided to lock the aileron and elevator control . The lock consists of a shaped steel ' rod and flag. A rudder gust lock is operated by an external handle on the left side o'f the tailcone. and any other type of locking device should be removed or unlocked prior to starting the engine.

The resultant gases expand from the combustion chamber liner. thus reducing the overall length and weight of the engine. AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( Inlet air enters the engine through an annular plenum chamber formed by the compressor inlet case where it is directed to the compressor. The combustion chamber liner located in the gas generator case consists of an annular reverse-flow weldment provided with varying sized perforations which allow entry of compressed air. ( CESSNA MODEL208 (675 SHP) SECTION 7 .0:1. with a minimum loss of energy. The compressed air passes through diffuser ducts which turn it 90° in direction.{. The location of the combustion chamber liner eliminates the need for a long shaft between the compressor and the compressor turbine. The mixture is initially ignited by two spark igniters which protrude into the combustion chamber liner. The turbine guide vanes ensure that the expanding gases impinge on the turbine blades at the proper angle. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( 7 September 2001 For Training Purposes Only 7-37 . raises its static pressure and directs it to the next stage of compressor rotor blades. assembled as an integral unit. A row of stator vanes located · between each stage of compressor rotor blades diffuses the air. Fuel is injected into the combustion chamber liner by 14 simplex nozzles supplied by a dual manifold. It provides a compression ratio of 7. The still expanding gases pass forward through a second set of stationary guide vanes to drive the power turbine. The flow of air changes direction to enter the combustion chamber liner where it reverses direction and mixes with fuel. The compressor consists of three axial stages combined with a single centrifugal stage. It is then routed through straightening vanes into the combustion chamber. reverse direction and pass through the compressor turbine guide vanes to the compressor turbine.

8. 23. 15. Propeller Shaft Propeller Governor Drive Pad Second Stage Planetary Gear First Stage Planetary Gear Power Turbine Shaft Fuel Nozzle Power Turbine Combustion Chamber Compressor Turbine Centrifugal Compressor Impeller 11. 12. 5. Axial-Flow Compressor Impellers (3) 2. 9. 14. 16. 22. 6. 19. 10. 24. 25.· 3. 20. Typical Engine Components 7-38 For Training Purposes Only 1 April 1998 . 13. 7. Compressor Air Inlet Accessory Gearbox Drive Shaft Accessory Gearbox Cover Starter-Generator Drive Shaft Oil Scavenge Pump Number 1 Bearing Compressor Bleed Valve · Number 2 Bearing Number 3 Bearing Number 4 Bearing Exhaust Outlet Chip Detector Roller Bearing Thrust Bearing 26857004 Figure 7-8. 4. 21. 18. 17.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) 2 9 10 " 12 13 14 15 25 24 23 22 21 20 19 18 17 16 ( 1.

and a fuel condition lever. The power turbine speed is 33. ENGINE CONTROLS The engine is operated by four separate controls consisting of a power lever.indication of the engine power output. The gearbox embodies an integral torquemeter device which is instrumented to provide an accurate .000 RPM at a propeller shaft speed of 1900 RPM (a reduction ratio of 0. These are driven by the compressor turbine with a coupling shaft which extends the drive through a conical tube in the oil tank center section. The engine oil supply is contained in an integral tank which forms part of the compressor inlet case.500 RPM at 100 Ng : Maximum permissible speed of the gas generator is 38. Between 1800 and 1600 propeller RPM. emergency power lever. ( 7 September 2001 7-39 For Traininl! Purnoses Onlv . quarts and is provided with a dipstick and drain plug. The tank has a capacity of 9. are mounted on the accessory gearbox located at the rear of. The power and fuel condition levers are engine controls while the propeller control lever controls propeller speed and feathering .5 U.0576:1). the gearbox torque limit of 1970 foot-pounds will not allow the full flat rating of 675SHP to be achieved. ( ( ( ( ( ( ( ( ( ( The power turbine drives the propeller through. The engine is flat rated at675 shaft horsepower (1865 foot-pounds torque at 1900 RPM varying linearly to 1970 foot-pounds torque at 1800 RPM. below 1800 RPM. the engine. the maximum torque value remains constant at 1970 foot-pounds). a two-stage planetary reduction gearbox located on the front of the engine. propeller control lever. The exhaust gas from the power turbine is directed through an exhaust plenum to the atmosphere via a single exhaust port on the right side of the engine. All engine-driven accessories. with the exception of the propeller tachometer-generator and the propeller governors.100 RPM which equals 101.S.6 N .CESSNA ( ( SECTION 7 MODEL 208 (675 SHP) AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( /' The compressor and power turbines are located in the approximate center of the engine with their shafts extending in opposite directions. The speed of the gas generator (compressor) turbine (Ng) is 37.

The emergency power lever allows the pilot to restore power in the event of such a failure. When the engine is operating. The range from MAX position through IDLE enables the pilot to select the desired power output from the engine. IDLE. A mechanical stop in the lever slot requires that the emergency power lever be moved to the left to clear the stop before it can be moved from the NORMAL (full aft) pOSition to the IDLE position. EMERGENCY POWER LEVER I The emergency power lever is connected through linkage to the " manual override lever on the fuel control unit and governs fuel supply to the engine should a pneumatic malfunction occur in the fuel control unit. The range from IDLE position to MAX governs engine power and is used when a pneumatic malfunction has occurred in the 'fuel control unit and the power lever is ineffective. The emergency power lever has NORMAL. The power lever has MAX. The lever also selects propeller pitch when in the BETA range. and MAX positions. 1 April 1998 For Training Purposes Only .SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION POWER LEVER CESSNA MODEL 208 (675 SHP) The power lever is connected through linkage to a cam assembly mounted in front of the fuel control unit at 'the rear of the engine. . a failure of any pneumatic signal input to the fuel control unit will result in the fuel flow decreasing to minimum idle (about 48% Ng at sea level and increasing with altitude). 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. IDLE. A CAU~ION The propeller reversing linkage can be damaged if the power lever is moved aft of the IDLE position when the propeller Is feathered. The power lever controls engine power through the full range from \ maximum takeoff power back through idle to full reverse. and BETA and REVERSE range positions. The NORMAL pOSition is used for all normal engine operation when the fuel control unit is operating normally and engine power is selected by the power lever.

Use of the emergency power lever during normal operation of the power lever may result In engine surges. The emergency power lever will override the automatic fuel governing and engine acceleration scheduling controlled during normal operation by the primary power lever. Additional care Is required during engine acceleration to avoid exceeding engine limitations. Ng. and torque limits. The emergency power lever overrides normal fuel control functions and results in the direct operation of the fuel metering valve. Also. or exceeding the ITT.( { ( CESSNA MODEL 208 (675 SHP) NOTE SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( The knob on the emergency power lever has crosshatching. A ( CAUTION ( ( ( ( ( ( ( • The emergency power lever and Its associated manual override system Is considered to be an emergency system and should be used only In the event of a fuel control unit malfunction. 7-41 15 November 2000 For Traininl! Purposes Only . the NORMAL position. These precautions are intended to preclude starting of the engine with the emergency power lever inadvertently placed in any position other than NORMAL. ( ( ( ( ( ( A CAUTION ( ( Inappropriate use of the emergency power lever may adversely affect engine operation and durability. The cross-hatching is visible when the lever is in MAX position. Operation of the emergency power lever is prohibited with the primary power lever out of the IDLE position. • When using the fuel control manual override system. the emergency power lever is annunciated on the annunciator panel whenever it is unstowed from . otherwise. engine response may be more rapid than when using the power lever. the pilot must ensure that the emergency power lever is In the NORMAL (full aft) position. an overtemperature condition may result. When attempting a normal start.

have a copper witness wire installed that indicates when the emergency power lever has been In the event that the moved from the NORMAL position. After EPL use. The lever and stop also function as an idle stop 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 in the IDLE position. rotation of the forward section of the engine is not desirable. LOW IDLE. The propeller control lever has MAX. and HIGH IDLE positions. An entry shall be made in the airplane logbook indicating the circumstances of the EPL use and the action taken. Also. and controls propeller governor settings from the maximum RPM position to full feather.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) Airplane serials 20800351 and on.speed at 1900 RPM. PROPELLER CONTROL LEVER '( The propeller control lever is connected through linkage to the propeller governor mounted on top of the front section of the engine. feathering the propeller when the engine is shut down minimizes propeller windmilling during windy conditions. The CUTOFF position shuts off all fuel to the engine fuel nozzles. Propeller control lever settings from the MAX position to MIN permit the pilot to select the desired engine RPM for cruise. The MAX position is used when high RPM is desired and governs the propeller . 7-42 For Training Purposes Only 7 September 2001 . the witness wire should be replaced after appropriate maintenance action. and earlier airplanes incorporating Service Kit SK208-142. LOW IDLE positions the control rod stop to provide an RPM of 52% N. emergency power lever is required due to an engine malfunction. The i FEATHER position is used during normal engine shutdown to stop " rotation of the power turbine and front section of the engine. MIN. A mechanical stop in the lever slot requires that the propeller control lever be moved to the left to clear the stop before it can be moved into or out of the FEATHER position. Since lubrication is not available after the gas generator section of the engine has shut down. FUEL CONDITION LEVER ( The fuel condition leve'r is connected through linkage to a combined lever and stop mechanism on the fuel control unit. and FEATHER positions.9' HIGH IDLE positions the control rod stop to provide an RPM of 65% Ng . moving the emergency power lever out of ' the NORMAL position and into the IDLE position easily breaks the copper wire. The fuel condition lever has CUTOFF.

The torque indicator converts this information into an indication of torque in foot-pounds.'' and a red wedge at 1865 foot-pounds. One line measures the engine torque pressure and one line measures the reduction gearbox internal pressure. The torque indicator monitors the engine torque pressure and .0. Maximum takeoff torque is denoted by ''1. and maximum torque (red line) is 1970 foot-pounds. propeller _ RPM indicator. ( ( 15 November 2000 For Training Purposes Only 7-43 . instruments: torque indicator. oil pressure gauge. the alternate power range (striped green arc) is from 1865 to 1970 foot-pounds. The transmitter senses the difference between the engine torque pressure and the pressure in the engine case and transmits this data to the torque indicator. labeled TRQ IND.- ( { The torque indicator is located on the upper portion of the instrument panel and indicates the torque being produced by the engine. located on the _ right side of the pedestal. the torque indicator is . The torque indicator system is powered by 28-volt DC power through a circuit breaker. ITT indicator. Instrument markings indicate that the normal operating range (green arc) is from 0 to 1865 foot-pounds.. On other Cargo Versions and the Passenger Version. - ( ENGINE INSTRUMENTS Engine operation is monitored by the following. Two independent lines enter the back of the torque indicator. is provided to minimize creeping of the engine controls once they have been set. N g% RPM indicator. On some Cargo Versions. The lock is a knurled knob which increases friction on the engine controls when rotated clockwise. fuel flow indicator.converts this pressure into an indication of torque in footpounds. TORQUE INDICATOR ( ( ( ( ( ( ~. the torque indicator is pressure actuated. on -the left sidewall switch and circuit breaker panel. and oil temperature gauge.( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND ( SYSTEMS DESCRIPTION QUADRANT FRICTION LOCK ( ( ( A quadrant friction lock. electrically powered and operates in conjunction with a transmitter located on the top of the reduction gearbox front case.

500 RPM. instrument markings indicate a maximum starting temperature (red triangle) of 1090°C. The instrument is marked in increments of 50 RPM and indicates pr. 7-44 For Training Purposes Only 7 September 2001 . Instrument markings indicate a normal operating range (green arc) of from 52% to 101 . The instrument indicates the percent of gas generator RPM based on a figure of 100% at 37. Instrument markings indicate a normal operating range (green arc) of from 100°C to 740°C. Ng % RPM INDICATOR The Ng% RPM indicator is located on the upper portion of the ( instrument panel. The instrument is electrically-operated from the propeller tachometergenerator which is mounted on the right side of the front case. Instrument markings indicate a normal operating range (green arc) of from 1600 to 1900 RPM and a maximum (red line) of 1900 RPM.6% and a maximum (red line) of 101. FUEL FLOW INDICATOR Details of the fuel flow indicator are included under Fuel System in a later paragraph in this section. ITT INDICATOR The lIT (interturbine temperature ) indicator is located on the upper portion of the instrument panel. The instrument is electrically-operated from the gas generator tachometer-generator mounted on the lower right-hand portion of the accesSory case.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION PROPELLER RPM INDICATOR CESSNA MODEL 208 (675 SHP) The propeller RPM indicator is located on the upper portion of the instrument panel.opeller speed in revolutions per minute.6%. Also. The instrument displays the gas temperature between the compressor and power turbines. and a maximum (red line) of 805°C. i.

. cautionary range (yellow arc) from -40°C to 10°C. ( ( Revision 6 For Training Purposes Only 7-45 . normal operating range (green arc) from 10°C to 99°C. and earlier airplanes equipped with Service Kit SK208-147: Minimum operating temperature (red line) -40°C. cautionary range (yellow arc) from -40°C to 10°C. PT6A-114A turboprop engine.) There are no specific break-in procedures required for the Pratt & Whitney Canada Inc. 10-minute transient range (yellow arc) 99°C to 104°C. a normal operating range (green arc) of from 85 to 105 psi. The instrument is operated by an electrical-resistance type temperature sensor which receives power from the airplane electrical system. and maximum (red line) 104°C. A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure gage.( ( ( CESSNA MODEL 208 (675 SHP) OIL PRESSURE GAGE SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( The oil pressure gage is the left half of a dual-indicating mounted on the upper portion of the instrument panel. and maximum (red line) ggoC. a cautionary range (yellow arc) of from 40 to 85 psi. Instrument markings: I dual-indicating I ( ( ( / " t" ( ( ( Airplane serials 20800277 thru 20800363 not equipped with Service Kit SK208-147 : Minimum operating temperature (red line) -40°C. Airplane serials 20800364 and on. The engine may be safely operated throughout the normal ranges authorized by the manufacturer at the time of delivery of your airplane. normal operating range (green arc) from 10°C to 99°C. OIL TEMPERATURE GAGE I instrument I ( ( ( The oil temperature gage is the right half of a instrument mounted on the upper portion of the instrument panel. NEW ENGINE BREAK-IN AND OPERATION ( ( ( ( ( ( Co. and a maximum (red line) of 105 psi. Instrument markings indicate a I minimum operating pressure (red line) of 40 psi.

Oil from the number 2 bearing is scavenged by the front element of the internal scavenge pump back into the accessory gearbox. the rear element of the internal scavenge pump scavenges oil from the accessory case and routes itthroLigh the oil cooler where it then returns to the oil tank. reduction gears. Oil from the propeller governor. a scavenge system and a breather system. an internal. an oil-to-fuel heater located on the top rear of the accessory case. reduction gear accessory .and lubricating the engine moving parts. for regulation of oil pressure. front thrust bearing. pressure oil is ( routed to the oil-to-fuel heater where it then returns to the .oil tank. . drives. After cooling . Also. accessory .and an oil cooler located on the right side of the nose cowl. an external double-element scavenge pump located on the back of the accessory case. oil is scavenged as follows: Oil from the number 1 bearing compartment is returned by -gravity into the accessory gearbox. and propeller governor. double-element scavenge pump located inside the accessory gearbox. A large capacity oil cooler is installed to increase the hot day outside air temperature limits for flight operations. The main components of the : lubrication system include an integral oil tank at the back of the ' engine. The pressure oil is then delivered from the main oil pump to the oil filter where extraneous matter is removed from the oil and precluded from further circulation. h-46 For Training Purposes Only Revision 6 . an oil filter located internally on the right side of the oil tank.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) ENGINE LUBRICATION SYSTEM The lubrication system consists of a pressure system. torque meter. an oil . Oil is drawn from the bottom of the oil tank through a filter screen where it passes through a pressure relief valve . pressure pump at the bottom of the oil tank. Also. Oil from the number 3 and number 4 bearings is scavenged by the front element of the external scavenge pump into the accessory gearbox.drives. and torquemeter is scavenged by the rear elemen~ of the external scavenge pump where it is routed through a thermostatically-controlled oil cooler and then returned to the oil tank.Pressure oil is then routed through passageways to the engine bearings.

A bypass valve. immediately upstream of the front element of the internal scavenge . an ignition exciter. 'The ON position of the switch provides continuous ignition regardless of the position of the starter switch.5 U. and a starter switch. pump. ON and NORMAL. quarts low if the oil is hot are provided on the dipstick to facilitate oil servicing. An oil dipstick/filler cap is located at the rear of the engine on the left side and is accessible when the left side of the upper cowling is raised. for operation on water or slush-covered runways. and when near fuel exhaustion as indicated by illumination of the RESERVOIR FUEL LOW annunciator. refer to Section 8. Breather air from the engine bearing compartments and from the accessory and reduction gearboxes is vented overboard through a centrifugal breather . Electrical energy from the ignition exciter is transmitted through two high-tension leads to the igniters in the engine. two high-tension leads. Engine ignition is provided by two igniters in the engine combustion chamber. quarts and total system capacity is 14 U. during inadvertent icing encounters until the inertial separator has been in bypass for 5 minutes.installed in the accessory gearbox. ( ( ( ( ( Revision 6 For Training Purposes Only 7-471 . Markings which indicate U. The ignition system is normally energized only during engine start. The igniters are energized by the ignition exciter mounted on the engine mount on the right side of the engine compartment. during flight in heavy precipitation. vents the accessory gearbox when the engine is operating at high power. The ignition switch has two positions. The oil tank capacity is 9. The bearing compartments ' are connected to the accessory gearbox by cored passages and existing scavenge oil return lines. IGNITION SYSTEM ( ( ( « ( ( The ignition system consists of two igniters. an ignition monitor light. This position is used for air starts without starter assist.( ( ( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( ( . an ignition switch. .S. Ignition is controlled by an ignition switch and a starter switch located on the left sidewall switch and circuit breaker panel.S. The NORMAL position is used during all ground starts and during air starts with starter assist. For engine oil type and brand. quarts.S. The NORMAL pOSition of the switch arms the ignition system so that ignition will be obtained when the starter switch is placed in the START position.

during normal operation. The OFF position shuts off the ignition system and is the normal position at all times except during engine start or engine clearing. The START position energizes the engine ignition system provided the ignition switch is in the NORMAL position. refer to paragraph titled Starting System. only the ignition functions of the switch are : described. the vanes are pOSitioned so that the inlet air is forced to execute a sharp turn in order to enter the inlet plenum. and will illuminate when electrical power is being applied to the igniters. the starter switch must be manually positioned to OFF for generator operation. The ignition system is protected by a "pulloff" type circuit breaker. it also provides ignition during starting. This sharp turn causes any moisture particles to separate from the inlet air and discharge overboard through the inertial separator outlet in the left side of the cowling. After the engine has started during a ground or air start. For other functions of the starter switch. route the inlet air through a gentle turn into the compressor air inlet plenum. The starter switch has three positions. is labeled IGNITION ON. However.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) The main function of the starter switch is control of the starter for rotating the gas generator portion of the engine during starting. The compressor air inlet incorporates a screen which will prevent entry of large articles. Ram air entering the inlet flows through ducting and an inertial separator system and then enters . but does not filter the inlet air. on the left sidewall switch and circuit breaker panel. h-48 For Training Purposes Only Revision 6 . INERTIAL SEPARATOR SYSTEM An inertial separator system in the engine air inlet duct prevents moisture particles from entering the compressor air inlet plenum when in bypass mode. and MOTOR. in this section. AIR INDUCTION SYSTEM ( The engine air inlet is located at the front of the engine nacelle to the left of the propeller spinner. located on the annunciator panel. The inertial separator consists of two movable vanes and a fixed airfoil which. OFF. START. When separation of moisture particles is desired. For purposes of this discussion.the engine through a circular plenum chamber where it is directed to the compressor by guide vanes. labeled IGN. A green annunciator.

10.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION 6 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( NOTE Above view shows inertial separator in NORMAL position. 1- ~.".:'"j ( ~. ( ( CODE 10 ( ( ( ( ( BI I§TII RAM AIR RAM AIR COMPRESSED WHILE FLOWING THROUGH THREE STAGES OFAXIAL·FLOW IMPELLERS RAM AIR COMPRESSED WHilE FLOWING THROUGH CENTRIFUGAL IMPELLER COMPRESSED AIR INJECTED WITH FUEL AND IGNITED BURNED FUEL·AIR MIXTURE IS EX· PANDED AND DRIVES COMPRESSOR TURBINE AND POWER TURBINE. ~. r. ~. 12.":. AND IS THEN EXHAUSTED 2. ~1. ~. Engine Air Flow 1 April 1998 7-49 For Training Purposes Only .. Auxiliary view shows inertial separator In BYPASS position. ~. Primary Exhaust Pipe Power Turbine Compressor Turbine Centrifugal Impeller Axial·Flow Impellers (3) Engine Air Inlet Inertial Separator Outlet Inertial Separator Rear Vane Inertial Separator Airfoil Inertial Separator Front Vane Induction Air Inlet Plenum Induction Air Inlet Duct ( 26856032 Figure 7-9. g ~.

carries the exhaust gases away from the cowling and into the slipstream. The inertial separator control should be moved to the BYPASS position prior to running the engine during ground or ' flight operation in visible moisture (clouds. . Since the secondary exhaust duct is of larger diameter than the primary exhaust pipe. The normal position is used for all other operations. fitted over the end of the primary exhaust . The handle can then be pulled into the BYPASS position. air loads on the movable vanes hold them in this position. This additional airflow improves oil cooling during ground operation of the engine. NORMAL-PUSH. Inertial separator operation is controlled by a T-handle located on the lower instrument panel. snow. It may also be used for ground operations or takeoffs from dusty. Once moved to the BYPASS position.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) . To unlock.in the NORMAL position by rotating the handle clockwise 1/4 turn to its vertical position. 17-50 Revision 6 For Training Purposes Only .behind the oil cooler. The T-handle is labeled BYPASS-PULL. reduction of engine power will reduce the control forces. The T-handle locks . pipe. This venturi effect creates a suction behind the oil cooler which augments the flow of cooling air through the cooler. A secondary exhaust duct. push forward slightly and rotate the handle 90° counterclockwise. a venturi effect is produced by the flow of exhaust. rain. just aft of the propeller reduction gearbox. The juncture of the primary exhaust pipe and secondary exhaust duct is located directly . ice crystals) with an OAT of 4°C or less. sandy field conditions to minimize ingestion of foreign particles into the compressor. NOTE When moving the inertial separator control from bypass to normal position during flight. EXHAUST SYSTEM The exhaust system consists of a primary exhaust pipe attached to the right side of the engine .

Fuel from . Fuel from the oil-la-fuel heater then enters the engine-driven fuel . This is accomplished by controlling the speed of the compressor turbine. Engine characteristics vary with changes in inlet air temperature . The temperature compensating section alters the acceleration fuel schedule to compensate for fuel density differences at different fuel . a flow divider and dump valve. located in the propeller governor housing. maximum power turbine speed is controlled by the power turbine governor. provides power turbine overspeed protection in the event of propeller governor failure. The pump increases the fuel pressure and delivers it to the fuel control unit via a 10-micron filter in the pump outlet. This is accomplished by limiting fuel to the gas generator. The temperature compensator alters the acceleration fuel schedule of the fuel control unit to compensate for variations in compressor inlet air temperature. in turn. pump chamber through a 74-micron inlet screen. and a gas generator (N g ) pneumatic governor. especially during engine start. 15 November 2000 7-51 \ ( ( ( ( ( ( ( ( ( ( ( ( For Training Purposes Only . The fuel control unit determines the proper fuel schedule to provide the power required as established by the power lever input. The inlet screen is spring-loaded and should it become blocked. be altered to prevent compressor stall and/or excessive turbine temperatures. a dual fuel manifold with 14 simplex nozzles.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ENGINE FUEL SYSTEM The engine fuel system consists of a~ oil-to-fuel heater. and two fuel drain lines. a fuel control unit.the airplane reservoir is delivered to the oil~to-fuel heater which is essentially a heat exchanger which utilizes heat from the engine lubricating oil system to preheat the fuel in the fuel system . The fuel control unit consists of a fuel metering section. During reverse thrust operation. A fuel temperature-sensing oil bypass valve regulates the fuel temperature by either allowing oil to flow through the heater circuit or bypass it to the engine oil tank. temperatures. The power turbine governor. an enginedriven fuel pump. A bypass valve and cored passages in the pump body enables unfiltered high pressure fuel to flow to the fuel control unit in the event the outlet filter becomes blocked. the increase in differential pressure will overcome the spring and allow unfiltered fuel to flow into the pump chamber. . The system provides fuel flow to satisfy the speed and power demands of the engine. a temperature compensating section. and the acceleration fuel schedule must.

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) The flow divider schedules the metered fuel. The MOTOR position of the switch motors the engine without having the ignition circuit energized and is used for motoring the engine when 7-52 For Training Purposes Only 7 September 2001 . a starter switch. the START position energizes the ignition system. the engine incorporates an extensive internal air system which provides for bearing compartment sealing and for compressor and power turbine disk cooling. the starter switch must be manually placed in the OFF position to de-energize the ignition system and activate the generator system. at which time. The OFF position de-energizes the ignition and starter circuits and is the normal position at all times except during engine start. and a starter annunciator light. For additional information on internal engine air systems. The starter/generator is controlled by a three-position starter switch located on the left sidewall switch and circuit breaker panel. between the primary and secondary fuel manifolds. COOLING SYSTEM No external cooling provIsions are provided for the PT6A-114A engine in this installation. The starter/generator functions as a motor for engine starting and will motor the gas generator section until a speed of 46% Ng is reached. with the secondary nozzles cutting in above a preset value. the start cycle will automatically be terminated by a speed sensing switch located in the starter/generator. During . However. The switch has OFF. Also. and MOTOR pOSitions. engine start. metered fuel is delivered initially by the primary ' nozzles. provided the ignition switch is in the NORMAL position. The fuel manifold and nozzle assemblies deliver fuel to the combustion chamber through 10 primary and 4 secondary fuel nozzles. START. refer to the engine maintenance manual for the airplane. All nozzles are operative at idle and above. both primary and secondary manifolds are connected to a dump valve port and residual fuel in the manifolds is allowed to drain into the fuel drain can attached to the firewall where it can be drained daily. When the fuel cutoff valve in the fuel control unit closes during engine shutdown. STARTING SYSTEM The starting system consists of a starter/generator. The 5T ART position of the switch energizes the starter/generator which rotates the gas generator portion of the engine for starting. When the engine has started. from the fuel control unit.

~ F C~i/ 15 November 2000 For Training Purposes Only 7-53 . These accessories are driven from the compressor turbine by a coupling shaft which extends the drive through a conical tube in the oil tank center section. and is driven by the accessory gear shaft. This can be used for clearing fuel from the engine. 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 NORMAL position. on the annunciator panel. The oil pump is contained in a cast housing which is bolted to the front face of the accessory diaphragm. ENGINE ACCESSORIES ( ( ( ( ( All engine-driven accessories.a circular mounting boss to accommodate a check valve. This can be used for clearing fuel an engine start is not desired. located in the end of the filter housing . The MOTOR position is spring-loaded back to the OFF position. with the exception of the propeller tachometer-generator and the propeller governors. The oil pump body incorporates . This prevents unintentional motoring of the engine with the ignition on. labeled STARTER ENERGIZED. washing the engine compressor. Also. A second mounting boss on the pump accommodates a pressure relief valve. are mounted on the accessory gearbox located at the rear of the engine. ( ( ( ~- I' OIL PUMP ( ( ( ( Pressure oil is circulated from the integral oil tank through the engine lubrication system by a self-contained. gear-type pressure pump located in the lowest part of the oil tank. ( ( . etc. Starter contactor operation is indicated by an amber annunciator.CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( ( an engine and start is not desired.

The pump is driven through a gear shaft and splined coupling. Another splined coupling shaft extends the drive to the fuel control unit which is bolted to the rear face of the pump. PROPELLER TACHOMETER-GENERATOR The propeller taChometer-generator produces an electric current which is used in conjunction with the propeller RPM indicator. The difference between the torquemeter pressure and the reduction gearbox internal pressure accurately indicates the torque being produced. curr~nt . A pressure regulating valve in this line serves to pressurize the pump gear bushings.' The coupling splines are lubricated by oil mist : from the auxiliary gearbox through a hole in the gear shaft. The Ng tachometer-generator drive and mount pad is located at the 5 o'clock position on the accessory gearbox and is driven from the internal scavenge pump. A bypass valve and cored passages in the pump caSing enable unfiltered high pressure fuel to flow from the pump gears to the fuel control unit should the outlet filter become blocked. and delivered to the fuel control unit through a 10-micron pump outlet filter. 7-54 For Training Purposes Only 7 September 2001 . An internal passage originating at the mating face with the fuel control unit returns bypass fuel from the fuel control unit to the pump inlet downstream of the inlet screen.which . Ng TACHOMETER-GENERATOR The Ng tach~met~r-gen~rator produces an electric. fuel enters the pump gear chamber.1121 :1.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION FUEL PUMP CESSNA MODEL 208 (675 SHP) The engine-driven fuel pump is mounted on the accessory gearbox at the 2 o'clock position. Fuel from the oil-to-fuel heater enters the fuel pump through a 74-micron inlet screen. is ! used In conjunction With the gas generator RPM Indicator to ' indicate gas generator RPM. TORQUEMETER The torquemeter is a hydro-mechanical torque measuring device located inside the first stage reduction gear housing to provide an accurate indication of engine power output. is boosted to high pressure. Then. Rotation is counterclockwise with a drive ratio of 0. The propeller taChometer-generator drive and mount pad is located on the right side of the reduction gearbox case and rotates clockwise with a drive ratio of 0.1273:1.

and eight individual chromel-alumel thermocouple probes connected in parallel. PROPELLER GOVERNOR ( The propeller governor is located in the 12 o'clock position on the front case of the reduction gearbox. a speed sensing switch in the starter/generator will automatically shut down the starter.CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( The two pressures are internally routed to bosses located on the top of the reduction gearbox front case and are then plumbed to the torquemeter indicator which indicates the correct torque pressure. 1 April 1998 For Training Purposes Only 7-55 . Its function is to protect the engine against a possible power turbine overspeed in the event of a propeller governor failure. The probe is secured to the boss by means of a floating. The propeller governor also has a power turbine governor section built into the unit. INTERTURBINE TEMPERATURE SENSING SYSTEM ( ( ( ( ( ( ( ( The interturbine temperature sensing system is designed to provide the operator with an accurate indication of engine operating temperatures taken between the compressor and power turbines. When operating as a starter. Shielded leads connect each bus bar assembly to a terminal block Which provides a connecting pOint for external leads to the ITT indicator in the airplane cabin. maintaining the propeller speed selected by the pilot by varying the propeller blade pitch to match the load to the engine torque. 200-amp engine-driven unit that functions as a motor for engine starting and. the governor acts as a constant speed unit. after engine start. Each probe protrudes through a threaded boss on the power turbine stator housing into an area adjacent to the leading edge of the power turbine vanes. thereby providing overspeed protection and automatic shutoff. The starter/generator is air cooled by an integral fan and by ram air ducted from the front of the engine cowling. as a generator for the airplane electrical system. STARTER/GENERATOR The starter/generator is mounted on the top of the accessory case at the rear of the engine. The starter/generator is a 28-volt. The system consists of twin leads. . Under normal conditions. two bus bars. threaded fitting which is part. of the thermocouple probe assembly.

a governing orifice in the propeller governor is opened by . When depressed. labeled FIRE DET. This change in resistance is sensed by a control box. decreases and moves the metering valve in a closing direction. flyweight action to' bleed ·off compressor discharge pressure through the governor and computing section of the fuel control unit. thus reducing fuel flow to the flow divider. For a discussion of this switch. on the annunciator panel. 625°F (329°C) on the second section (around the exhaust). ENGINE FIRE DETECTION SYSTEM The engine fire detection system consists of a heat sensor in the engine compartment. the ENGINE FIRE annunciator will illuminate and the warning horn will sound indicating that the fire warning circuitry is operational. labeled FIRE DETECT TEST. PROPELLER OVERS PEED GOVERNOR i The propeller overspeed governor is located at the 10 o'clock position on the front case of the reduction gearbox. When high engine compartment temperatures are experienced. A test switch. or 450°F (232°C) on the third section (rear engine compartment). acting on the fuel control unit governor bellows. 7-56 For Training Purposes Only 1 April 1998 . compressor discharge pressure. The heat sensor consists of three flexible closed loops.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) If such an overspeed should occur. the overspeed governor is equipped with a test solenoid that resets the governor below its normal overspeed setting for ground test. which will illuminate the annunciator light and trigger the audible warning horn. and a warning horn above the pilot. is located adjacent to the annunciator panel. The propeller overspeed governor regulates the flow of oU to the propeller pitch-change mechanism by means of a flyweight and speeder spring arrangement similar to the primary propeller governor. The governor acts as a safeguard against propeller overspeed should the primary propeller governor fail. a warning light. on the left sidewall switch and circuit breaker panel. The overspeed governor test switch is located on the left side of the instrument panel. the heat causes a change in resistance in the closed loops. Since it has no mechanical controls. The system is protected by a "pull-off" type circuit breaker. Fire warning is initiated when temperatures in the engine compartment exceed 425°F (218°C) on the first section (firewall). labeled ENGINE FIRE. When this occurs. located on the aft side of the firewall. refer to the paragraph titled Propellers in this section.

The annunciator will illuminate when metal chips are present in one or both of the chip detectors. The reduction gear and propeller shaft. A thrust bearing cover assembly is secured by bolts at the front t.000 RPM down to a propeller speed of 1900 RPM or a reduction ratio of 0. three accessory drives. The bevel drive gear adjusting spacer. Propeller thrust loads are absorbed by a flanged ball bearing assembly located on the front face of the reduction gearbox center bore..CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ENGINE GEAR REDUCTION SYSTEM ( ! \. Illumination of the CHIP DETEC-TOR annunciator necessitates the need for inspection of the engine for abnormal wear. located in the front of the engine. and seal runner are stacked and secured to the propeller shaft by a keywasher and spanner nut. ~. and propeller shaft. Torque from the power turbine is transmitted to the first-stage reduction gear. Drive shafts from the bevel drive gear transmit rotational power to the three pads which are located at the 12. on the instrument panel. OIL BREATHER DRAIN CAN The airplane has an oil breather drain can mounted on · the rightlower engine mount truss. accessory drives. The accessories. while the second-stage reduction gear. are driven by a bevel gear mounted at the rear of the propeller shaft thrust bearing assembly. 3 and 9 o'clock positions. The first-stage reduction gear is contained in the rear case.lange of the reduction gearbox front case. The reduction ratio is from a maximum power turbine speed of 33. thrust bearing. . one on the underside of the reduction gearbox case and one on the underside of the accessory gearbox case. labeled CHIP DETECTOR. and then to the propeller shaft. are housed in two magnesium alloy castings which are bolted together at the exhaust outlet. The chip detectors are electrically connected to an annunciator. The gearbox contains a twostage planetary gear train. This can collects any engine oil discharge coming from the accessory pads for the alternator drive 29 September 1998 For Tralnin!! PurDoses Onlv 7-571 . and propeller shaft are contained in the front case. CHIP DETECTORS (Optional) ( ( Some airplanes have two chip detectors installed on the engine.0576:1 . located on the front case of the reduction gearbox. from there to the second-stage reduction gear.

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

pulley, starter/generator and air conditioner compressor (if installed), and the propeller shaft seal. This can should be drained after every flight. A drain valve on the bottom right side of the engine cowling enables the pilot to drain the contents of the oil breather . drain can into a suitable container. The allowable quantity of oil ' discharge per hour of engine operation 14 cc for airplanes with air conditioning and 11 cc for airplanes without air conditioning. If the quantity of oil drained from the can can is greater than specified, the source of the leakage should be identified and corrected prior to further flight.

PROPELLER
The airplane is equipped with a McCauley three-bladed aluminum propeller. It is constant-speed, full-feathering, reversible, singleacting, and governor-regulated. A setting is introduced into the governor with · the propeller control lever which establishes the propeller speed. The propeller utilizes oil pressure which opposes the force of springs and counterweights to obtain correct .pitch for the engine load. Oil pressure from the propeller governor drives the blades toward low pitch ' (increases RPM) while the springs and counterweights drive the blades toward high pitch (decreasing { RPM). The source of oil ~ressure for propeller operation is furnished \ by the engine oil system, boosted in pressure by the governor gear pump, and supplied to the propeller hub through the propeller flange. To feather the propeller blades, the propeller control lever on the control pedestal .is placed in the FEATHER position; counterweights and spring tension will continue to twist the propeller blades through . high . pitch and into .the streamlined or feathered position. Unfeathering the propeller is accomplished by positioning the propeller control lever forward of the feather gate. The unfeathering system uses engine oil pressure to force the propeller out of feather. Reversed propeller pitch is available for decreasing landing ground roll during landing. To accomplish reverse pitch, the power lever is retarded .beyond IDLE and well into the BETA range. Maximum reverse power is accomplished by retarding the power lever to the MAX REVERSE position which increases power output from the gas generator as well as positions the propeller blades at full reverse i pitch. An externally grooved feedback ring is provided with the "',.:." propeller. Motion of the feedback ring is proportional to propeller

h-58
For Training Purposes Only

29

~eptember

1998

(

(

CESSNA MODEL 208 (675 SHP}

SECTION 7 AIRPLANE AND

(

SYSTEMS DESCRIPTION
blade angle, and is picked up by a carbon block running in the feedback ring. The relationship between the axial position of the feedback ring and the propeller blade angle is used to maintain control of blade angle from idle to full reverse.

(

(

A
(

CAUTION

The .propeller reversing linkage can be damaged if the power lever Is moved aft of the · idle position when the propeller Is feathered.
OVERSPEED GOVERNOR TEST SWITCH An overspeed governor test switch is located on the left side of the instrument panel. The switch is the push-to-test type and is used to test the propeller overspeed governor during engine run-up. The switch, when depressed, actuates a solenoid on the propeller overspeed governor which restricts propeller RPM when the power lever is advanced. To check for proper operation of the overspeed governor during engine run-up, depress the press~to-test switch and advance the power lever unti' propeller RPM stabilizes; propeller RPM should not exceed 1750 ±60 RPM.

( ( (

(

(

(
(

: t,~~-_

t"-

(
(

FUEL SYSTEM
The airplane fuel system (see Figure 7-10) consists of two vented, integral fuel tanks with shutoff valves, a fuel selectors off warning system, a fuel reservoir, an ejector fuel pump, an electric auxiliary boost pump, a reservoir manifold assembly, a firewall shutoff valve, a fuel filter, an oil-to-fuel heater, an engine-driven fuel pump, a fuel control unit, a flow divider, dual manifolds, and 14 fuel nozzle assemblies. A fuel drain can and drain Is also provided. Refer to Figure 7-11 for fuel quantity data for the system. .

j\WARNING Unusable fuel levels for this airplane were determined In accordance with Federal Aviation Regulations. Failure to operate the airplane In compliance with the fuel limitations specified in Section 2 may further reduce the amount of fuel . available In flight.

(. '. '.
\ "",;c/'

29 September 1998
For Training Purposes Only

7-591

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

Fuel flows from the tanks through the two fuel tank shutoff valves at each tank. The fuel tank shutoff valves are ' mechanically controlled by two fuel selectors, labeled LEFT,. ON and OFF and RIGHT, ON and OFF, located on the .overhead panel. By manipulating the fuel ,selectors, the pilot can select either left or right fuel tanks or both at ; the same time. Normal operation is with both tanks on. Fuel flows by gravity from the shutoff valves in each tank to the fuel reservoir. The reservoir is located at the low point in the fuel system which maintains a head of fuel around the ejector boost pump and auxiliary boost pump which are contained within the reservoir. This head of fuel prevents pump cavitation .n low-fuel quantity situations, i especially during inflight maneuvering. Fuel in the reservoir is pumped by the ejector boost pump or by the electric auxiliary boost pump to the reservoir manifold assembly. The ejector boost pump, which is driven by motive fuel flow from the fuel control unit, normally provides fuel flow when the engine is operating. In the event of failure of the ejector boost pump, the electric boost pump will automatically turn on, thereby supplying fuel flow to the engine. The auxiliary boost pump is also used to supply fuel flow during starting. Fuel in the reservoir manifold then flows through a fuel shutoff valve located on the aft side of the firewall. This shutoff valve ,. enables the pilot to cut off aI/ fuel to the engine. . After passing through the shutoff valve, fuel is routed through a fuel filter located on the ', front side of the firewall. The fuel filter incorporates a bypass feature which allows fuel to bypass the filter in the event the filter becomes blocked with foreign material. A red filter bypass flag on the top of the filter extends upward when the filter is bypassing fuel. Fuel from the filter is then routed through the oiHo-fuel heater to the engine-driven fuel pump where fuel is delivered under pressure .to the fuel control unit. The fuel control unit meters the fuel and directs it to the flow divider which distributes the fuel to dual manifolds and 14 fuel nozzles located in the combustion chamber. For additional details concerning the flow of fuel at the engine, refer to the Engine Fuel System paragraph in this section. Fuel rejected by the engine on shutdown drains into a fireproof fuel can located on the front left side of the firewall. The can should be ' drained during preflight inspection. If left unattended, the drain can fuel will overflow overboard.

h-60
For Training Purposes Only

29 September 1998

(

CESSNA MODEL 208 (675' SHP)

SECTION 7 AIRPLANE AND

(
( (

SYStEMS DESCRIPTION

(

(

~U[LNOZlU'

>t.:giEin, fUELSU".LY
~PRI!SSUIIE .F E EO fUEL

PRIMARY

nCONDAfl Y

[][][]] MOTIV£-FlOW FUEL

_

METERED fUEL

~ORA INFUEl
===VI!NT

- ___ MECHAMCAI. CONNECTION
- - £l £CTfUCAL CONNEeTIO'"

A
TAkE

WARNING

bURlNG 'RUUOHT INIIPlCTfON AND ,t,FTm AN.. fUll &VSU.M 8e1VICtNG..

----------:a ---.. -.. . . -.. . _- R
- -

---------- ~ 9'·'

-..

EMEAOE..CV

~::
'UEL
COHDITION

fun IAMP1..E1I

DRAIN loc,mONS, MAKE NilE fUfl 'ANK flliER caps .flE "-CUlli, CHECK fUEL B"STUI VEN'T$ fOil OBSTRUCnoNS, 1C£ OR WAU"

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AU

LEVf R

"teO

AURAl WARNING HOIINS

--;;U:~~I-'.!!''!!~:: VALVE
.J" ----•

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-0

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flMiWALl

r--r--r ':"""'~'LO"'MwHT
n ....

LOW PRESSURE SWITCH

lOW Mm'~1!I

~=-....,..c::::-----~
ANNUHtlATOlt .." .......

TOruEl 1I!l[CI'OIID,f WARNING RfLAY A&lfMIlV

fUEL QUANTITY INDICA TO"'

IWClOflOfF WARNtHOIUl.AY
. . . . . . Ly

2685M3001

Figure 7-10. Fuel System
1 April 1998

7-61
For Training Purposes Only

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

Fuel system venting is essential to system operation. Complete blockage of the vent system will result in decreased fuel flow and eventual engine stoppage. Venting is accomplished by check valve equipped vent lines, one from each fuel tank, which protrude from . the trailing edge of the wing at the wing tips. Also the fuel reservoir is vented to both wing tanks. FUEL QUANTITY DATA
FUEL LEVEL (OUANTITY EACH TANK) FULL (OUTBOARD FILLERS) POUNDS GALLONS (u .s .) TOTAL USABLE ALL FLT CONDIT· IONS

.(

UNITS OF MEASURE

TOTAL TOTAL FUEL UNUSABLE

1124.25
167.8
FULL (INBOARD FILLERS)

2248.5
335.6

24.1
3.6

2224.4
332
(

POUNDS GALLONS (U.S.)

806
120.3

1612
240.6

24.1
3.6

1587.9
237

(

NOTES:
1. Pounds are based on a fuel specific weight of 6.7 pou nds per U.S. gallon.

A

WARNING

To achieve full capacity, fill fuel tank to the top of the fuel filler neck. FIlling fuel tanks to the bottom· of the fuel filler collar (level with flapper valve) allows space for thermal expansion and results in a decrease in fuel capacity of four gallons per side (eight gallons total).

(

(

I

Figure 7·11 , Fuel Quantity Data

7 September 2001
For Training Purposes Only

CESSNA MODEL 208 (675 SHP)

SECTION 7 AIRPLANE AND

·SYSTEMS DESCRIPTION
FIREWALL FUEL SHUTOFF VALVE
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A manual firewall fuel shutoff valve,located on the aft side of the firewall, enables the pilot to shut off all fuel flow from the fuel reservoir to the engine. The shutoff valve is controlled by a red push-pull know labeled FUEL SHUTOFF - FUEL OFF and located on the right side of the pedestal. The push-pull knob has a pressto-release button in the center which locks the knob in position when the button is released.
FUEL TANK SELECTORS

(

(

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(

Two fuel tank selectors, one for each tank, are located on the overhead console. The selectors - labeled LEFT, ON and OFF(left tank) and RIGHT, ON and OFF (right tank) - mechanically control the ppsition of the two fuel tank shutoff valves for that tank. When a fuel tank selector is .in the OFF position; the shutoff valves for that tank are closed. When in the ON position, both shutoff valves in the tank are open, allowing fuel from that tank to flow to the reservoir. Normal fuel management is with both fuel tank selectors in the ON position. Before refueling, or when the airplane is parked on a slope, turn off one of the fuel tank selectors (if parked on a slope, turn high wing tank off). This action prevents crossfeeding from the fuller or higher tank and reduces any fuel seepage tendency from the wing tank vents.
FUEL SELECTORS OFF WARNING SYSTEM

f' "

A fuel selectors off warning system is incorporated to alert the pilot if one or bother of the fuel tank selectors are left in the OFF position inadvertently. The system includes redundant warning horns, a red annunciator light labeled FUEL SELECT OFF, actuation switches, and miscellaneous electrical hardware. The dual aural warning system is powered through the START CONT circuit breaker with a non-pullable FUEL SEL WARN circuit breaker installed in series to protect the integrity of the start system. The annunciator is powered from the ANN PANEL circuit breaker.

\ . ;, ;)

1 April 1998
For Training Purposes Only

7-63

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

The warning system functions as follows: (1) If both the left and right fuel tank shutoff valves are closed (fuel tank selectors in the OFF position), the ·red FUEL SELECT OFF annunciator illuminates and one of the fuel selector off warning horns is activated; (2) During an engine start operation (STARTER sWitch in START or MOTOR posi- ( tion) with either the left or right fuel tank shutoff valves closed, the red FUEL SELECT OFF annunciator illuminates and both of the fuel select off warning horns are activated; (3) With one fuel tank selector OFF and fuel remaining in the tank being used less than approximately 25 gallons, the FUEL SELECT OFF annunciator illuminates and one of the fuel selector off warning horns is activated. If the FUEL SEL WARN circuit breaker has popped or the START CONT circuit breaker has been pulled (possibly for ground maintenance), the FUEL SELECT OFF annunciator will be illuminated even with both fuel tank selectors ON. This is a warning to . the pilot that the fuel selector warning system has been deactivated.
AUXILIARY BOOST PUMP SWITCH

An auxiliary boost pump switch, located on the left sidewall switch ( and circuit breaker panel , is labeled FUEL BOOST and has OFF, " NORM, and ON positions. When the switch is in the OFF position, the auxiliaw boost pump is inoperative. When the switch is in the NORM position, the auxiliary boost pump is armed and will operate when fuel pressure in the fuel manifold assembly drops below 4.75 psi. This switch position is used for all normal engine operation where main fuel flow is provided by the ejector boost pump and the auxiliary boost pump is used as a standby. When the auxiliary boost pump switch is placed · in the ON position, the auxiliary boost pump will operate continuously. This position is used for engine start and any other time that the auxiliary boost pump cycles on and off with the switch in the NORM position. FUEL FLOW INDICATOR

( (

A fuel flow indicator, located at the top of the instrument panel, indicates the fuel consumption of the engine in pounds per hour based on Jet A fuel. The indicator measures the flow of fuel ( ( downstream of the fuel control unit just before being routed into the \~ _,­ flow divider. When power is removed from the indicator, the needle ( will stow below zero in the OFF band. 7-64
For Training Purposes Only

1 April 1998

(

CESSNA MODEL 208 (675 SHP)

(

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

(

(

(

("--

The fuel flow .indicator receives power from a "pull~off" type circuit breaker lab~led ,FUEL FLOW, on the left sidewall switch and circuit breaker pan~t: .
".:
.,'

FUEL QUANTITY ,INDICATORS
Fuel quantity is ' measured by eight fuel quantity' transmitters (four in each tank) and indicated by two electrically-operated fuel quantity indicators on 'the upper portion of the instrument panel. The fuel quantity indicators, which measure volume, are calibrated in pounds (based on the weight of Jet A fuel on a standard day) andga"ons. An empty tank is indicated by a red line and the letter E. When an indicator shows an empty tank, approximately 2.8 gallons remain in the tank as unusable fuel. The left and right fuel quantity indicators ' each receive power from a "pull-off" type circuit breaker. The breakers are labeled LEFT FUEL QTY and RIGHT FUEL QTY, respectively, and are located on the left sidewall switch and circuit breaker panel.

(

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A WARNING
Because of the relatively long fuel tanks, fuel quantity Indicator accuracy Is affected by uncoordinated flight or a sloping ramp if reading the Indicators while on the ground. Therefore, to obtain accurate fuel quantity readings, verify that the airplane is parked in a laterally level condition, or If In flight, make sure the airplane Is In a coordinated and stabilized condition. '
WING TANK FUEL LOW WARNING ANNUNCIATORS
Two amber fuel low warning annunciators, one for each wing tank, are located on the annunciafor panel. The annunciators are labeled LEFT FUEL LOW and RIGHT FUEL LOW. Each annunciator will illuminate when the fuel in the respective tank is 25 gallons or less.

(

RESERVOIR FUEL LOW WARNING.ANNUNCIATOR

(..,,=)

A red reservoir fuel low warning annunciator is located on the annunciator panel. The annunciator is labeled RESERVOIR FUEL LOW, and wi.II illuminate when the level of fuel in the reservoir drops to approximately one-half full. 1 April 1998
For Training Purposes Only

7-65

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

(

(

FUEL PRESSURE LOW WARNING ANNUNCIATOR

An amber fuel pressure low warning annunciator is located on the annunciator panel. The annunciator is labeled FUEL PRESS LOW, : and will illuminate when fuel pressure in the reservoir fuel manifold \ assembly is below 4.75 psi.
AUXILIARY FUEL PUMP ON ANNUNCIATOR

An amber auxiliary fuel pump on annunciator is located on the annunciator panel. The annunciator is labeled AUX FUEL PUMP ON and Will illuminate when the auxiliary boost pump is operating, such as when the auxiliary boost pump switch is placed in the ON position or when the auxiliary boost pump switch is in the NORM position and fuel pressure in the fuel manifold assembly drops below 4~ 75 psi.
DRAIN VALVES

The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade. Drain valves are located on the lower surface of each wing at ( the inboard end of the fuel tank, in fuel tank external sumps, on the underside of the reservoir tank, and on the underside of the fuel filter. Outboard fuel tank drain valves may be installed, and their use is recommel)ded if the airplane is parked with one wing low on a sloping ramp '(as evidenced by the ball of the turn and bank indicator displaced from center). The drain valves for the wing tanks (and their external sumps, if installed) are tool-operated poppet type and are flush-external mounted. The wing tank and external sump drain valves are constructed so that the Phillips screwdriver on the fuel sampler which is provided can be utilized to depress the valve and then twist to lock the drain valve 'in the open position. The drain valve for the reservoir consists of a recessed Thandle · which can be depressed and then turned to lock the valve open. The drain valve for the fuel filter consists of a drain pipe which can be depressed upward to drain fuel from the filter. The fuel sampler · can be used on all of these drain valves for fuel sampling and purging of the fuel system . The fuel tanks should be filled after each flight when practical to minimize condensation.

7-66

1 April 1998 For Training Purposes Only

(

CESSNA MODEL 208 (675 SHP) ·

(

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

( (

( (' \

Before each flight of the day and after each refueling, use a clear sampler and drain fuel from the inboard fuel tank sump (and external sump, if installed) quick-drain valves, fuel reservoir quickdrain valve, and fuel filter quick-drain valve to determine if contaminants are present, and that the airplane has been fueled with the proper fuel. If the airplane is parked with one wing Iowan a sloping ramp, draining of the outboard fuel tank sump quick-drain valves (if installed) is also 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 repeated sampling, evidence of contamination still exists, the fuel tanks should be completely drained and the fuel system cleaned. Do not fly the airplane with contaminated or unapproved . fuel. . AWARNING

JP-4 and other naphtha based fuels. tan cause severe skin and eye Irritation.
FUEL DRAIN CAN When the engine is shut down, residual fuel in the engine drains into a fuel drain can mounted on the front left side of the firewall. This can should be drained once a day or at an interval not to exceed six engine shutdowns. A drain valve on the bottom side of the cowling enables the pilot to drain the contents of the fuel drain can into a suitable container. FUEL PUMP DRAIN RESERVOIR To control expended lubricating oil from the engine fuel pump drive coupling area and provide a way to determine if fuel is leaking past the fuel pump seal, airplanes are equipped with a drainable reservoir to collect this allowable discharge of oil and any fuel seepage. The reservoir is mounted on the front left side of the firewall. It should be drained once a day or at an interval not to exceed six engine shutdowns. A drain valve on the bottom side of the cowling enables the pilot to drain the .contents of the reservoir into a suitable container. A quantity of up to 3 cc of oil and 20 cc of fuel discharge per hour of engine operation is allowable. If the quantity of oil or fuel drained from the reservoir is greater than specified, the source of leakage should be identified and corrected prior to further flight. 1 April 1998
For Training Purposes Only

(

7-67

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each main landing gear wheel. Each brake is connected, by a hydraulic .. line, to a master cylinder attached to each of the pilat's rudder \ pedals. The brakes are 'operated by applying pressure to the top of either the left (pilot's) or right (front passenger's) , set of rudder . pedals, which are interconnected. When the airplane is parked, both main wheel brakes may beset by utilizing the parking brake which is operated by a ' handle on the lower left side of the instrument panel. 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. A brake fluid reservoir, located just forward of the firewall on the left side of the engine compartment, provides additional brake fluid for the brake master cylinders. The fluid in the reservoir should be checked for proper level prior to each flight. For maximum brake life, keep the brake system properly maintained. Airplanes are equipped with metallic type brakes, and require a special brake burn~in before delivery (or after brake " replacement). When conditions permit, hard brake application is (, beneficial in that the resulting higher brake temperatures tend to maintain proper brake glazing and will prolong the expected brake life. Conversely, the habitual use of light and conservative brake application is detrimental to metallic brakes. Some of the symptoms of impending brake failure are: gradual decrease in braking action after brake application, noisy or dragging brakes, soft or spongy pedals, and excessive travel and weak braking action. If any of these symptoms appear, the brake system is in need of immediate attention. If, during taxi or landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure. If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake.

7-68
For Training Purposes Only

1 April 1998

(

(

CESSNA MODEL 208 (675 SHP)

(
(

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

( ( (
(

ELECTRICAL SYSTEM
The airplane is equipped with a 28-volt, direct-current electrical system (see Figure 7-12). The system uses a 24-volt lead-free battery; or 24-volt sealed lead acid battery; or 24-volt Ni-Cad battery located on the front right side of the firewall, as a source of electrical energy. A 200-amp engine-driven starter-generator is used to maintain the battery's state of charge. Power is supplied to most general electrical and all avionics circuits through two general buses, two ' avionics buses, and a battery bus. The battery bus .is energized continuously for memory keep-alive, clock, and cabin/courtesy lights functions. The two general buses are on anytime the battery switch is turned on. All DC buses are on anytime the battery switch and the two avionics switches are turned on. An optional standby electrical system, which consists of an enginedriven alternator and separate busing system, may be installed in the airplane. For details of this system, refer to Section 9, Supplements.

(

I

(

(

(

(

GENERATOR CONTROL UNIT

(
/

The generator control unit (GCU) is mounted inside the cabin on the left forward fuselage sidewall. The .unit provides the electrical control functions necessary for the operation of the startergenerator. The GCU provides for automatic ' starter cutoff when engine RPM is above 46. Below 46, the starter-generator functions as a starter, and above 46, the starter-generator functions as a generator when the starter switch is OFF. The GCU provides voltage regulation plus high voltage protection and reverse current protection. In the event of a high-voltage or reverse current condition, the generator is automatically disconnected from the buses. The generator contactor (controlled by the GCU) connects the generator output to the airplane bus. If any GCU function causes the generator contactor to de-energize, the red GENERATOR OFF light on the annunciator panel will come on.

Revision 6
For Training Purposes Only

7-69

SECTION 7 AIRPLANE AND .SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

(

( (
GENERATOR

fiELD

GENiAAtOA CDNTACTOA

GEHEIIATOA SHUNT

.(
(

fADM

r - -....---~!).-- ~~~10L CiRCUIT
STAATER SW,,.CM BREAKER

G'N CONTROL

CONT
"NSE

UNO

( (

I _____·I __..JGRJ~ND
I'OW1!R
tolONITOR

TO 1110. 1 BUS

(

TO HO . 1 BUS

(

VOLT
AMM£TIfI

TO NO.2 BUS

(

(
TO NO. 2

BUS
UNI£ COMT ... CTOft UNSf

(

\0----...1

fAOM
START

51 .... /IT

eo,.,."oL.PO'W(P.
STAATCONTACTOR

CONTROL

1------01:(1
TONO. l
IIU5

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(
TO NO. 1 AVIONICS SWlTCt11 8f11EAKEA

CIRCUIT
8AfAKER

(JENERATOfl CONTROL UNIT

......

(

"""'.

TO HO. 2 AviONICS
_TCHI

BREAKI"

COOl

ell) ~~tL~~F=~S'i!;O."ESETI

rv
_

fUSE

IUllA"

'*

DIODE

.-a
BATTERY BUS

!WI1tHIClDSiDI

2685M7002

Figure 7-12. Electrical System (Sheet 1 of 3)
7-70
For Training Purposes Only

1 April 1998

CESSNA MODEL 208 (675 SHP)
(

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

(

(

(
s~ TO
STAt.()8V AL TERND.TM' SYSTEM

.~:3I>--ro PRI ....

y FLAP ..,T(I01

5", "'""

at--

TO SUNDBY AL TERN,uOR SYSTE"

TO LEFT V[I.ITILATION SLOVER

.-DlJI- TO

STAN)BY FLAP ,..,TOR

.......DlJI- TO

IONITION EXCITER

. - I " '___ TO AUXILIARY 'fUEL PUHP 5\1 .

TO rt.E.L SCLECT(J1 rlFP: \tARN I NJ SYSTEM

--{3.......(3r-ro

HEUER

ENGINE FUEL CONTROl

(
(
(

.f-oDlJIIl-

TO STARTER SU, AN> CiCU

.-I"'~ TO .1 GHT TURN ANO BANK
INOICATOR

.f--QlI~ TO UP'T TLAN N.O BAN< IN)ICAT('A

.H"'~ TO A NUNC I ATOll PANEL ..
.-II"l1I~ TO STALL .'RNING SYSTEM

.......I"l1I~ TO
.~~>-- TO PlRE DETICTOA SVSTIM .-I::3~TO Fl£L TOTALIZER

AIR -CONOIJIONER

(

.-<~-1'O ITT INDICATOR
_-<""-TO FUEL

.-I:'-lII~TO.LEFT Fl.£L ClJANTITY It..olCAlm
_-I~~TO OIL TEKJERATUfE GAGE

nov

INOICATOR

.-<~-fO AIIiHT FUEL OUANTITY IICHI' nil. or, INDICATOR
fO A I RSPE£D \JAANING SVSTEH
o.po
TO PROPELLER OVERSPEED VALVE ASSEMBLY

--cllll_-<3- TO ....EEO AIR HEATIR
.~:3-TO AIR COOOITIONIt«l SYSTEM
.~3
I'IIIJIlII
TQT

___ TO LEFT

PilOT !-EATER

(
(
(

_-IrnI~ TO u'NlSHIELD ANTI-ICE t-£ATER

.-<'111>-- TO
"1101 .... '

.-1[31- TO

ulp.()SHIElD ANTI-Ice CONTROl.

.-<'111>-- SYSTEM TO PROPELLER

....

1'0 WING ANO STABIL IlER DE ~ It£ SYSTEM

R I CHT PilOT HEATEA ANT I - I C IHG

.-<~-TO PROPELLER ANTI-ICING .... ~ICl CONTROL
. H r n i - T O RIGHT LAhOlNG LIGHT

.......('j!I~

TO T"MI LIGHTS

.H"'~ TO ••• IGATION LIGHTS --{~!.r-CllJITO READING LIOHTS

.-<".- TO "DIO 'NO _-<""- NO TO . . . . .' .,..

FLOOD LIGHTS

TO R. H . AnlTLDE GYRO F"STlfH SEAT BEL T AND 5MOt(ING SIGN

TO [NCODING ALTIHETER

.f--nlI~ TO ElEVATOR TRIM $VSTEH

2685T6007

Figure 7-12. Electrical System (Sheet 2 of 3) 1 April 1998
For Trainin2 Purposes Only
7-71

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)
(

~~JX~Y --~:\---.....--·g1t-~Dcm~~ONSINA'IIO"TION RECEtVER

I

~

SWITCHI

PIllER

AVIONICS SINGlY

~-

BREAKER

.---51'_
fa RECEIVER I
SITUATI~

!"'AOM PO\.IER--A

DISTRIBUTION

r:JI' -

---Ir~t"- TO

_-<:llIII--TO t(RIZ()IITAI..

INJICATm

BUS

Nt.t1EIEA I AVIONICS POI/ER
SW',TCtv

aREAKEflr_ _

.---51'_ -It~~~TO_ 51'
_

NDIO CONTROl.. CONSOLE HARKER BE"CQoI REa I Y£R

MIl

-<D..-TO AUTOPILOT CONTROLLER

S\lITCHI SAEAI(£R

~TIE

ftVIONICS

'-..rl"'-TO iLEvATOR TRIM SYSTEM

I .
rAOH POWER DISTRIBUTION BUS

- -1==51'. . 51'
_--'--51'....
_-<3-

.-(3-~~~~O~NAV'QAT'ON RECEIVER 2

(

( (
RECEIVER 2

----1A>----Ir-9P,--TO NI'

.-<3-TOtIE .-<JlII-TO N£ft NAVIGATION TO Roo I0 'U IPETER .-<JlI-lO AVIOIIIC' 'AN
.---l__-cm-TQ
AI.OIO AtoFLlr-IER

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(

(

'-l.-cm-TO FlEL

SELEC10R w ING ....

"---51'_
.-<3-TO OLOBAI. POSITIONING SVSTElO lIND lilliAN .-<3-TD HIGH FREa£NCV TRANSHITTER .-<3-TO HIGH FAEOJENCY TRANSMI TTER
"-(:DI-TO HIGH FREOI..ENCY RECEIvER
AIRPI...N£5 WITH KFC-250
BREAKERS rOR,.,."

WITH AOOITIONAL CIRCUIT
INVERTERS
At<L)

AUTOPIL01 ARE EO.JIPPED
AVIONICS SYSTEMS.

HISCEU..NCOUS

1 AND NO. 2

.---51'. . ..---'-51'_

.-<:B-TO """""

CONTROLLf.

. .- C D - 1 0 RADAR RECEIVER

(

2685T6006

Figure 7-12. Electrical System (Sheet 3 of 3) 7-72
For Training Purposes Only

1 April 1998

CESSNA MODEL 208 (675 SHP)
(

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

(

GROUND POWER MONITOR

(

(

The ground power monitor is located inside the electrical power control assembly mounted on the left hand side of the firewall in the engine compartment. This unit senses the voltage level applied to the external power receptacle and will close the external power contactor when the applied voltage is within the proper limits. In addition, the ground power monitor senses airplane bus voltage and will illuminate the VOLTAGE LOW light on th~ annunciator panel when bus voltage drops to battery voltage.
BATTERY SWITCH

(

(

The battery switch is a two-position toggle-type switch, labeled BATTERY, and is located on the left sidewall switch and circuit breaker panel. The battery switch is ON in the forward position and OFF in the aft position. When the battery switch is in the ON position, battery power is supplied to the two general buses. The OFF position cuts off power to all buses except the battery bus.

(
(
(

(C',

STARTER SWITCH

\._) The starter switch is a three-position toggle-type switch, labeled
STARTER, on the left sidewall switch and circuit breaker panel. The switch has OFF, START, and MOTOR positions. For additional details of the starter switch, refer to the Starting Sysfem paragraph in this section. .
IGNITION SWITCH

(
(

The ignition switch is a two-position toggle-type switch, labeled IGNITION, on the left-sidewall switch and circuit breaker panel. The switch has ON and NORMAL positions. For additional details of the ignition switch, refer to the Ignition System paragraph in this section;

1 April 1998
For Training Purposes Only

7-73

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION
GENERA tOR SWITCH

CESSNA MODEL 208 (675 SHP)

The generator switch is a three-position toggle-type switch, labeled GENERATOR, on the left sidewall switch and circuit breaker panel. , The switch has ON, RESET, and TRIP positions. With the switch in i the ON position, the GCU will automatically control the generator line contactor for normal generator operation. The RESET and TRIP positions are momentary positions and are spring-loaded back to the ON position. If a momentary fault should occur in the generating system (as evidenced by the GENERATOR OFF and/or VOLTAGE LOW lights illuminating), the generator switch can be momentarily placed in the RESET position to restore generator power. It erratic operation of the generating system is observed, the system can be shutoff by momentarily placing the generator switch to the TRIP position. After a suitable waiting period, generator operation may be recycled by placing the generator switch momentarily to RESET.
AVIONICS POWER SWITCHES

Electrical power from the airplane power distribution bus to the avionics buses (see Figure 7-12) is controlled by two toggle-type switch breakers located on the left sidewall switch and circuit [ breaker panel. One switch controls power to the number 1 avionics bus while the other switch controls power to the number 2 avionics bus. Tne switches are labeled AVIONICS and are ON in the forward position and OFF in the aft position. The avionics power switches should be placed in the OFF position prior to turning the battery switch ON or OFF, starting the engine, or applying an external power source. The avionics power switches may be used in place of the individual avionics equipment switches.
AVIONICS BUS TIE SWITCH

The avionics bus tie switch is a two-position guarded toggle-type switch located on the left sidewall switch and circuit breaker panel. The switch connects the number 1 and number 2 avionics buses together in .the event of failure of either bus feeder circuit. Since each avionics bus is supplied power from a separate current limiter on the power distribution bus, failure of a current limiter can cause failure of the affected bus. PlaCing the . bus tie switch to the ON . position will restore power to the failed bus. Operation without both bus feeder circuits may require an avionics load reduction, depending on equipment installed.

7-74
For Training Purposes Only

1 April 1998

(

CESSNA MODEL 208 (675 SHP)

SECTION 7 AIRPLANE AND

(

SYSTEMS DESCRIPTION
EXTERNAL POWER SWITCH

(

(

(

/

(

(

(

The external power switch is a three-position guarded toggle-type switch located on the left sidewall switch and circuit breaker panel. The switch has OFF, STARTER, and BUS positions and is guarded in the OFF position. When the switch is in the ' OFF position, battery power is provided to the main bus and to the starter-generator circuit, external power cannot be applied to the main bus, and, with the generator switch in the ON position, power is applied to the generator control circuit. When the external power switch is in the STARTER position, external power is applied to the starter circuit only and battery power is provided to the main bus. No generator power is available in this position. When the external .power switch is in the BUS position, external power is applied to the main bus and no power is available to the starter. The battery, if desired, can be connected to the main bus and external power by the battery switch; however, battery charge should be monitored to avoid overcharge.

( (

CIRCUIT BREAKERS

(
\,.

(
(

(

Most of the electrical circuits in the airplane are protected by "pulloff" type circuit breakers mounted on the left sidewall switch and circuit breaker panel. Should an overload oqcur in any circuit, the controlling circuit breaker will trip, opening the circuit. After allowing the circuit breaker to cool for approximately three minutes, it may be reset (pushed in) .

(

A WARNING
Ensure all circuit breakers are engaged before all flights. Never operate with disengaged circuit breakers without a thorough knowledge of the consequences.

1 April 1998
For Training Purposes Only

7-75

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION
VOLT/AMMETER AND SELECTOR SWITCH

CESSNA MODEL 208 (675 SHP)

A volVammeter and four-position rotary-type selector switch are , mounted 'on the left side of the instrument panel so' that electrical ( system operation can be monitored. The selector switch has GEN, ALT, SAIT, and VOLT positions and selects either generator current, standby aiternatorcurrent, battery charge or discharge current, or system voltage, respectively, on the volVammeter. The ALT position of the selector switch is used for the optional standby alternator system which may not be installed on some airplanes. In that case, the position will be inoperative. Refer to Standby Electrical System in Section 9 of this handbook for further details.

(

(

ANNUNCIATOR LIGHTS '
Six lights on the annunciator panel indicate the condition of the electrical system to the pilot. These lights are GENERATOR OFF, VOLTAGE LOW, BAITERY OVERHEAT, STARTER ENERGIZED, BATTERY HOT, and IGNITION ON. These lights should be observed at all times during airplane operation and if any light illuminates unexpectedly, a malfunction may have occurred and appropriate action should be undertaken to correct the problem. For details of other lights on the annunciator panel, refer to the Annunciator Panel paragraph in this section.
GROUND SERVICE PLUG RECEPTACLE

i.

A ground service plug receptacle permits the use of an external power - source for cold weather starting and during lengthy maintenance work on the electrical and avionics equipment. External power control circuitry is provided to prevent the external power and the battery from being connected together during starting. The external power receptacle isihstalled on the left side of the engine compartment near the firewall.

(

7-76
For Training Purposes Only

1 April 1998

CESSNA MODEL 208 (675 SHP)

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

(

(

The ground service circuit incorporates polarity reversal and overvoltage protection. Power from the external power source will flow only if the ground service plug is correctly connected to the airplane. If the plug is accidentally connected backwards or the ground service voltage is too high, no power will flow to the electrical system, thereby preventing any damage to electrical equipment.

LIGHTING SYSTEM
(

EXTERIOR LIGHTING

(
(

(
(

(

Exterior lighting consists of three navigation lights, two landing lights, .two taxi/recognition lights, and two strobe lights. A flashing beacon and two underwing courtesy lights are also available. All exterior lights are ·controlled by toggle switches located on the lighting control panel on the left side of the instrument panel. The toggle switches are ON in the up pOSition and OFF in the down position.

(~.-j
(

NAVIGATION LIGHTS

(

ConventiQnal navigation lights are .installed on the wing tips and tail cone stinger. The lights are protected by a "pull-off" type circuit breaker, labeled NAV LIGHT, on the left sidewall switch and circuit breaker panel. Two landing lights are installed on the airplane, one in each wing leading edge mounted outboard. The lights provide illumination forward and downward during takeoff and landing. The lights are protected by two "pull-off" type circuit breakers. labeled LEFT LOG LT and RIGHT LDG LT, on the left sidewall switch and circuit breaker panel.
LANDING LIGHTS

Two landing lights are installed on the airplane, one in each wing leading edge mounted outboard. The lights provide illumination forward and downward during takeoff and landing. The lights are protected by two "pull-off" type circuit breakers, labeled LEFT LOG LT and RIGHT LDG LT, on the left sidewall switch and circuit breaker panel.

1 April 1998
For Traininl! Purposes Only

7-77

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA MODEL 208 (675 SHP)

NOTE It is not recommended that the landing lights be used to enhance the visibility of the airplane in the traffic pattern or enroute, because of their relatively short service life. The taxi/recognition lights have considerably longer service life and are designed for this purpose, if desired. TAXI/RECOGNITION LIGHTS Two taxi/recognition lights are mounted inboard of each landing light in each wing leading edge. The lights are focused to provide illumination of the area forward of the airplane during ground operation and taxiing. The lights are also used to enhance the visibility of the airplane in the traffic pattern or enroute. The taxi/recognition lights are protected by a "pull-off" type circuit breaker, labeled TAXI LIGHT on the left sidewall switch and circuit breaker panel. STROBE LIGHTS A high intensity strobe light system is installed on the airplane. The system includes two strobe lights (with remote power supplies) located one on each wing tip. The lights are used to enhance anticollision protection for the airplane and are the required anti-col/isor) lights for night operations. The strobe lights are protected by a "pulloff" type circuit breaker, labeled STROBE LIGHT, on the left sidewall switch and circuit breaker panel. WARNING

Strobe lights should be turned off when taxiing. Ground operation of the high intensity anticollision lights can be of considerable annoyance to ground personnel and other pilots. Do not operate the anti-collision lights in conditions of fog, clouds, or haze as the reflection of the light beam can cause dlsorl. ntatlon or vertigo . . e

7-78
For Training Purposes Only

1 April 1998

(

CESSNA MODEL 208(675 SHP)

(

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

(
(

FLASHING BEACON LIGHT

A red flashing beacon light is installed on the top of the vertical fin
as additional anti-collision protection in flight during ground operation. The light is visible flashing beacon light circuit is protected by a breaker, labeled BEACON LIGHT, on the left circuit breaker panel. and for through "pull-off" sidewall recognition 360°. The type circuit switch and

WARNING
(

(
(

The flashing beacon should not be used when . flying through clouds or overcast; the flashing light reflected from w8-er droplets or particles in t the atmosphere, particularly at night, can cause disorientation or vertigo.
COURTESY LIGHTS
Two courtesy lights may be installed, one under each wing. The lights illuminate the area outside of the airplane adjacent to the crew entry doors. The lights operate in conjunction with the cabin lights and are controlled by the cabin light switches as described in the Cabin Lights paragraph in this section.

(

(
(
/0.

(
\

(,

(

(

1 April 1998 For Training Purposes Only

7-79

This floodlight may also be \ used to illuminate the left sidewall switch and circuit breaker panel. Other miscellaneous lighting provided or available includes a control wheel maplight. the left sidewall switch and circuit breaker panel lighting. Discussion of these lights and their controls is also included in the following paragraphs. . varies the intenSity of the postlights illuminating the right flight panel directly in front of the right passenger. brightness. Clockwise rotation of either of the concentric control knobs increases lamp brightness and counterclockwise rotation decreases . and the overhead panel lighting. cabin lights. Clockwise rotation of either of the concentric control knobs increases lamp brightness and counterclockwise rotation decreases brightness. ::~ 7-80 For Training Purposes Only 1 April 1998 . and radio instruments. labeled L FLT PANEL.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) INTERIOR LIGHTING Instrument and control panel lighting is provided by integral. Four concentric-type dual lighting control knobs are . labeled R FLOOD. The small (inner) knob of this control. flood. varies the brightness of the right side floodlight located on the left aft side of the overhead panel. the pedestal lighting. grouped together on the lower part of the instrument panel to the left \ of -the control pedestal. The following paragraphs describe the function of these controls. LEFT FLIGHT PANEL/LEFT FLOOD LIGHTING CONTROL KNOBS ' The large (outer) knob of this control. passenger reading lights. The small (inner) knob of the control. labeled R FLT PANEL. labeled L FLOOD. ADI. varies the brightness of the left side floodlight located on ( the right aft side of the overhead panel. and PO$t lights.< . ( \. ' The control also varies the intensity of the integral lighting of the digital clock. and a no smoking/seat belt sign. These four controls vary the intensity of the instrument panel lighting. HSI. RIGHT FLIGHT PANEL/RIGHT FLOOD LIGHTING CONTROL KNOBS The large (outer) knob of this control. varies the intensity of the postlights illuminating the left portion of the instrument panel directly in front of the pilot.

. Clockwise rotation of either of the concentric control knobs increases lamp brightness and counterclockwise rotation decreases brightness. varies the intensity of the post lights which illuminate the engine instruments on the top center of the instrument panel and the intensity of the dimmable lamps on the annunciator panel. in front of the pilot. labeled ENG INST. PEDESTAL. ENGINE INSTRUMENTS/RADIO LIGHTING CONTROL KNOBS ( ( ( l""':"'" . 1 April 1998 ForTraining Purposes Only 7-81 .Iabeled RADIO. / ( The large (outer) knob of this control. CONTROL WHEEL MAPLIGHT A control wheel maplight is mounted on the bottom of the pilot's control wheel. . and lights illuminating the overhead panel and OAT gauge. varies the intensity of postlights and a floodlight illuminating the lower portion of the instrument panel. Brightness of the light is adjusted with a rheostat control knob on the bottom of the control wheel. However. varies the intensity of two floodlights illuminating the left sidewall switch and circuit breaker · panel.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( LOWER PANEL.tegral lights and digital readouts of the avionics equipment.. The small (inner) knob of this control. SWITCH/CIRCUIT BREAKER LIGHTING CONTROL KNOBS ( I. OVERHEAD. This light illuminates the lower portion of the cabin . labeled LWR PANELIPED/OVHD. The small (inner) knob of the control. extreme counterclockwise rotation of the RADIO knob turns the digital readouts on bright for daylight viewing . a floodlight illuminating the pedestal. controls the in. labeled SW/CKT SKR.? ( ( The large (outer) knob of this control. and is used for checking maps and other flight data during night operation. Clockwise rotation of either of the concentric control knobs increases lamp brightness and counterclockwise rotation decreases brightness.

The courtesy lights circuit may be equipped with a solid-state timer which allows the lights to remain illuminated for a period of 30 minutes after the lights have been turned on. one above the aft cargo door. On the Cargomaster. The lights are located above the window line in small convenience panels above each seat. Activating either of these switches turns on the cabin lights regardless of the corresponding position of the other switches. mounted in each panel. labeled SEAT BELT and NO SMOKE. and one above the passenger entry door. unloading cargo during night operations. These lights (and the courtesy light located under each wing) are controlled by a two-position toggle switch. When these switches are placed in the ON position. This installation consists of a small lighted panel mounted in the cabin headliner immediately aft of the overhead console and two toggle-type switches. This light circuit does not require power to be applied to the main electrical system buses (battery switch on) for operation. A pushbutton-type ON. PASSENGER READING LIGHTS (Standard 208 Only) Passenger reading lights may be installed at each of the aft passengers positions. displaying 7-82 For Training Purp9ses Only 1 April 1998 . controls the lights. on the lighting control panel. On the Standard 208. on the Standard 208. one above the aft cargo door. the warning signs illuminate. labeled CABIN. the \ lights are located one above the aisle. on the lighting control panel. a rocker-type switch. NO SMOKING/SEAT BELT SIGN (Standard 208 Only) A lighted warning sign may be installed in the airplane to facilitate warning passengers of impending flight operations necessitating the fastening of seat belts and/or the extinguishing of all smoking materials. the lights are located one above the center of the forward cargo area. a rocker-type switch located just forward · of the passenger entry door on the inside right sidewall. located just forward of the ' cargo door on the inside left sidewall and. The lights can be pivoted in their mounting sockets to provide the most comfortable angle of illumination for the passenger.SECTION? AIRPLANE AND SYSTEMS DESCRIPTION CABIN LIGHTS CESSNA MODEL 208 (675 SHP) ( Three cabin lights are installed in the interior of the airplane to facilitate boarding or deplaning the airplane ' or loading and . and one on the aft right side of the aft cargo area. OFF switch.

- the international graphic symbolism for "fasten seat belts" and "no smoking" to the rear cabin passengers.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( . ventilating and defrosting system (see Figure 713). Details of this installation are presented in Section 9. The temperature and volume of airflow to the cabin is regulated by the cabin heating. 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. 1 April 1998 For Training Purposes Only 7-83 . ' The circuit for the warning sign lights is protected by a "pull-off" type circuit breaker. hot compressor outlet air is routed from the engine through a flow control valve. The wing inlet ventilating air is routed through the wing into a plenum chamber located in the center of the cabin top.. CABIN HEATING. In the heating system. one on each wing at the upper end of the wing struts. then through a mixer/muffler where it is mixed with cabin return air or warm air from the compressor bleed valve (depending on the setting of the mixing air valve) to obtain the correct air temperature before the air is routed to the cabin air distribution system. VENTILATING AND DEFROSTING SYSTEM (' ( ( ( ( ( ( ( ~ ~'. on the left sidewall switch and circuit breaker panel. Supplements. The plenum distributes the ventilating air to individual overhead outlets at each seat position. Ventilating air is obtained from an inlet on each side at the forward fuselage and through two ram aJr inlets. labeled SEAT BELT SIGN. Two electric blowers are available for the' overhead ventilating system.

... Milling.. CABIN HEAT SE:LECToA VA...... tMd.LVE DEFROST AIR/fORWAAD CABIN AIR SELECTOR VALVE INSTRUMENT PANE L VENTI LATING OUTLETS AND CONTROLS (2) fiN UPP~R WING STRUT FAIRING) VENTILATING AlA INLET1 U. .. O ) CONTROL S~UTOFF FlftfWALL VALVE VENTILATING AIR DOOR lONE EACH SIDE.---t ~ VENT AIR CONTROL (ON OVERHEAO CONSOLE) VENT Al R CONTROL ION OVERHEAD CONSOLEI @ -SHUTOFF VALVE· fONE EACH -WING) ---@ HEATER OUTLETS (2 ON EACH CABIN SiDeWALL AT FLOOfi LEvEL» MIXING AIR VALVE OPERATING MODES: W .. Cabin Heating.. flow conuol v.ELECTRICAL CONNECTION _ _ _ MECHANICAL CONNECTION - DEFROSTING AIR BLEEO AIR DISCHARGE CABIN RETURN AIR ( ( ( 26857006 Figure 7-13..0' ) I " t / TO MllelNG I TO CABIN HEAT TO DEFROST AIR/FORWARD CABIN Alfl SELECTOR VALVe .1 I:olti 1empc!fBtures.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) TO fLOW CONTROL VALVE 1 "4. f' It ... AIR VALVE SELECTOR VALVE ----. April 1998 . • cOO£ £NGINE BLEED AIR RAM AlA FLOW VENTILATING AIR HEATING AND ~ ~ . In GRO podtion at power Ruing!. In mi.. .. Pc_ ICn ingt ~I 89'Jl Used OJflng Infllght opemloru... ..ir""I¥e lnFL"posltl~" . ~Iow fig..Iv. Ventilating and Defrosting System (Passenger Version) (Sheet 1 of 2) 7-84 For Training Purposes Only 1. blHd . In mild .. 1Irr.{) 0 '01 . ~ . Mlldn9 elr valve in FlT polIition ¢ "'*' ~~~t~s~ound power seuings btlow 89".. I...-.lve only hi utili:ed.. Used on 'hi g<ound . MiJtinli ... ttltou!lh ttl.Ir II.

. Used dur.v.ElECTlHCAL CONNECTION _ MECH~NIC..Al CONNECTiON 26857005 Figure 7-13. MIXING AIR VALVE :.VE ( ( ( ( \ '. Jlower ItltinlP below S9~. Ir .i"g .. bliNd .... ~::.-.IR .LV'E INSTRUMENT PANEL ( ( VENTII. I" this modi. ( I ~ li. .: "'-·~'-'~·I /0 "'~'" 0> 'oilJ I /" TO MIXING AIR VALVE II TO CABIN HEAT SELECTOR VALVE I I TO DEfROST AlA/FORWARD CABIN AlA SELECTOR VALVE MIXER/MUFFLER ( ----. .bow 89%. \ \ .i"lIl"fllghl op ••tiom. .... Cabin Heating. ¢ • _ CODE ENGIN£ BLEED AIR RAM AlII FLOW VENl"ILATlNG AIR HEAl"ING. BLEED Al R DISCHAJ\GE CABIN RETURN A... o"ly h ull1iEtd.t po'" "Ui"1II ..illo" .. Ventilating and Defrosting System (Cargo Version) (Sheet 2 of 2) 1 April 1998 For Training Purposes Only 7-85 .~ '"..ATING OUTLETS AND CONTROLS (2) AQJUSTABlE PILOT AND FRONT PASSENGER OVERHEAD VENTILATING ouTLETS 121 ( . DEfROSTING AIR Mi.CESSNA MODEL 208 (675 SHP) ( ( FLOW CONTROL VALVE SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION TO FLOW CONTROL VAL.. Mixin!) air vllva In GAO pOlll lon &. i" FlT po.d on 'htl' ground al cold temperllum.. VENT A.IR CONTROL ( ( ( ( ~ (" \ \ '~N-@'AD CONSOLEI SHUTOFF VALVE (ONE EACH WING) MIXING AIR VALVE OPE RATING MODES. <P .ir through the flow contr(ll Vllvo. Al'lO ..~1 VENTILATING AIR DOOR tONE EACH SIDE) O FIReWAll SHUTOFF VALVE CONTROL ( ( CABIN HEAT SELECTOR VALVE DEFROST AlA/ FORWARD CABIN AIR SHECTOR V". Us.

The selector modulates the opening and closing action of the flow control valve to control the amount and temperature of air flowing into the cabin. allowing hot bleed air to flow to the cabin heating system. The ON position of the switch . In the event of a high temperature condition (overheat) in the outlet duct. Some hysteresis may be encountered when adjusting bleed air temperature. the temperature sensor will be energized. NOTE • • If more cabin heat is needed while on the ground. The resulting amount and temperature of bleed air may be different when approaching a particular temperature selector knob position from a clockwise versus a counterclockwise direction .opens the flow control valve. is located on the cabin heat switch and control panel. ·The OFF position closes the valve. closing the flow control valve and thus shutting off the source of hot bleed air from the engine. TEMPERATURE SELECTOR KNOB A rotary temperature selector knob. labeled BLEED AIR HEAT. labeled TEMP. .SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION BLEED AIR HEAT SWITCH CESSNA MODEL 208 (675 SHP) A two-position toggle switch. The switch controls the operation of the bleed air flow control valve. shutting off the flow of hot bleed air to the heating system. located in the outlet duct from the mixer/muffler operates in conjunction with the temperature selector knob. 7-86 For Training Purposes Only 1 April 1998 . is located on the cabin heat switch and control panel. Best results can usually be obtained by turning the temperature selector knob full clockwise and th~n slowly turning it counterclockwise to decrease bleed airflow to the desired amount. Clockwise rotation of the knob increases the mass flow and temperature of the air. l ( ( " ( A temperature sensor. move the fuel condition lever to HIGH IDLE.

is located on the cabin heat switch and control panel. In this mode. This mode is used during ground operation when warm compressor bleed valve air is available (at power setting below 89% Ng ) and can be used as additional bleed air heat to augment the liot compressor outlet bleed air supply during periods of cold ambient temperature. the excess warm compressor bleed valve air available at power settings below 89% Ng is exhausted overboard from the mixing air valve. the system may overheat and cause an automatic shutdown. AFT/FORWARD CABIN PUSH-PULL CONTROL A push-pull control. is located on the cabin heat switch and control panel. FWD CABIN-PUSH. labeled AFT CABIN-PULL. This recirculation of cabin return air enables the heating system to maintain the desired temperature for proper cabin heating. A ( CAUTION ( ( ( The mixing air push-pull control should always be in the FLT position (pushed In) when the airplane Is in flight. With the push-pull control in the FLT position (pushed in). With the control in the AFT CABIN position (pulled out). cabin return air is mixed with the hot compressor outlet air in the mixer/muffler. With the pushpull control in the GRD position (pulled out).warm compressor · bleed valve air is mixed with hot compressor outlet air in the mixer/muffler. 1 April 199a For Training Purposes Only 7-87 . 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. GRD-PULL. labeled MIXING AIR. FLT-PUSH.CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION MIXING AIR PUSH-PULL CONTROL ( / \ "\ ( ( A push-pull control. If desired. heated air is directed to the aft cabin heater outlets located on the cabin sidewalls at floor level on the Standard 20a and the outlets in the floor behind the pilot and front passenger on the Cargomaster. If the FLT position Is not used during flight. the FLT position of the push-pull control can be used on the ground when ambient temperatures are mild and maximum heating is not required.

( mediate setting desired for proper distribution of heated air to the " forward and aft cabin areas.I I A push-pull shutoff knob. The engine must be shut down to relieve back pressure on the valves prior to opening the valves. The push-pull control can be positioned at any inter. 7-88 For Training Purposes Only 1 April 1998 . heated air is directed to the . is located on the lower right side of the ' pedestal. When pulled out. forward cabin air is directed to two defroster outlets located at the base of the windshield (the afVforward cabin push-pull control also must be pushed in for availability of forward cabin air for defrosting). labeled CABIN HEAT FIREWALL i SHUTOFF.heated air will be directed to the four heater outlets behind the instrument panel. FWD CABIN-PUSH . labeled DEFROST-PULL. to the off pOSition.the forward cabin through four heater outlets located behind the instrument panel and/or the two windshield defroster outlets. PULL OFF. ( Do not . With the control in the DEFROST position (pulled out).place the cabin heat firewall shutoff knob in the OFF position when the mixing air control is in the GRD pOSition because a compressor stall will occur at low power settings when the compreSSor bleed valve is open. is located on the cabin heat switch and control panel. This knob should normally be pushed in unless a fire is suspected in the engine compartment. ACAUTION . DEFROST/FORWARD CABIN PUSH-PULL CONTROL A push-pull control.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) With the control in the FWD CAJ3IN position (pushed in). one in the bleed air supply line to the cabin heating system and one in the cabin return air line. CABIN HEAT FIREWALL SHUTOFF KNOB . the knob actuates two firewall shutoff valves. With the defrosVforward cabin push-pull control in the FWD CABIN position (pushed in).

with pOSitions labeled AIR ON and AIR OFF. refer to Section 9. Each knob controls the flow of ventilating air from . the knob on the left side controls the left wing shutoff valve. Eight additional rear seat passenger outlets on the Standard 208 are adjustable fore and aft. "to control airflow volume through the outlet. If the airplane is equipped with a complete 2-port or 10-port oxygen system. are located on the overhead console. ( ( OXYGEN SYSTEM The airplane is equipped with oxygen system provIsions which consist of the system plumbing for a 10-port system. and airflow volume is controlled by rotating the butlet nozzle which controls an internal valve. and each have a separate rotary type control beside the outlet. Supplements. • ' VENTILATING OUTLETS Adjustable ventilating outlets (one above each seat position) permit individual ventilation to the airplane occupants. the wing shutoff valves are closed. are located one on each side of the instrument panel. labeled VENT AIR. rotating the knobs to the OPEN position progressively opens the wing shutoff valves. When the optional cabin ventilation fans are installed. PULL ON. Pulling each knob opens a small air door on the fuselage exterior which pulls in ram air for distribution through the ventilating outlet. The pilot's and front passenger's outlets are the swivel type for optimum positioning..-"ci 1 April 1998 For Training Purposes Only 7-89 . rotating the knobs to the full" OPEN position also turns on the ventilation fans. ( '. ' ( ( ( ( ( INSTRUMENT PANEL VENT KNOBS Two vent knobs. When the vent air control knobs are rotated to the CLOSE position. for complete details and operating instructions. The knob on the right side of the console controls the right wing shutoff valve and similarly. The knobs control the operation of the shutoff valves in each wing which control the flow of ventilating air to the cabin. " . Jabeled VENT. an outlet located adjacent to each knob. ( ( ( ( ( "'>• .( ( CESSNA MODEL 208 (675 SHP) ( ( ( ( ! SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION VENT AIR CONTROL KNOBS Two vent air control knobs.

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) PITOT-STATIC SYSTEM AND INSTRUMENTS The pitot-static system supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator. An airspeed pressure switch in the pitot-static system is used to actuate an airspeed warning horn in the event excessive airspeed is ( inadvertently attained. a drain valve located on the left sidewall beneath the instrument panel. indicator. A warning signal may also be heard in the pilot's ( headset. When the pitot-static heat switch is turned on. the element in the pitot-static tube is heated electrically to maintain proper operation in possible icing conditions. an airspeed pressure switch located behind the instrument panel. labeled LEFT PilOT HEAT. 7-90 For Training Purposes Only 1 April 1998 . and will sound when airspeed exceeds --' VMO (175 KIAS). A drain valve is incorporated into the system and is located on the left cabin sidewall beneath the instrument panel. and can be used if the static ' source is i malfunctioning. on the de-ice/anti~ice switch panel. and altimeter. The valve must be returned to the CLOSED position prior to flight. A static pressure alternate source valve is installed below the deice/anti-ice switch panel. The system is composed of a heated pitot.\ static tube mounted on the leading edge of the left wing. labeled PITOT/STATIC HEAT. Refer to Sections 3 and 5 for the effect of varying cabin pressures on airspeed and altimeter readings. a two-position toggle switch. and the associated plumbing necessary to connect the instruments and sources. the alternate source valve should be pulled on. vertical speed . The valve is used to drain suspected moisture accumulation in the system by lifting the drain valve lever ' to the OPEN position as indicated by the placard adjacent to the valve. on the left sidewall switch and circuit breaker panel. The pitot-static heat system consists of a heating element in the pitot-static tube. Pressures within the cabin will vary with vents open or closed. a static pressure alternate source valve located below the de-ice/anti-ice switch panel. This valve supplies static pressure from inside the cabin instead of from the pitot-static tube. The horn is located behind the headliner in \ ( the area above the pilot. If erroneous instrument readings are suspected due to water or ice in the pressure line going to the static pressure source. and a "pull-off" type circuit breaker.

the standard system two-position toggle switch. Make sure the valve is returned to the CLOSED position prior to flight.. a "pull-off" type circuit breaker. on the left sidewall switch and circuit breaker panel. and the associated wiring.. labeled RIGHT PITOT HEAT. ( { Ie . 1 April 1998 For Training Purposes Only 7-91 . Use the right valve to drain suspected moisture accumulation in the system lines as indicated by the placard. The system is composed of a heated pitot-static tube on the leading edge of the right wing. . vertical speed indicator. /-- ( ( ( ( ( . CLOSED. a drain valve on the right cabin sidewall beneath the instrument panel. OPEN.( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( RIGHT FLIGHT INSTRUMENT PANEL PITOT-STATIC SYSTEM ( ( ( ( ( A second... labeled STATIC SOURCE DRAIN. The pitot-static heat system for the right flight instrument panel consists of a heating element in the right pitot-static tube. labeled PITOT/STATIC HEAT. The right pitot-static system is not connected to the pilot's flight instrument pitot-static (left) system. and the plumbing necessary to connect the instruments to the sources. The system supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator. independent pitot-static system is included whenever the right flight instrument panel is installed. ( ( ( ( The drain valve incorporated into the right flight panel static system functions identically to the standard system drain valve. on the de-ice/anti-ice switch panel. . and altimeter utilized in the right flight panel instrument group. adjacent to the valve.

Limitation and range markings (in KIAS) include the white arc (full flap operating . A knob near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the current altimeter setting. read true airspeed on the ring opposite the calibrated airspeed .temperature in pressure altitude. . To operate the indicator. green arc (normal operating range of 63 '· to 175 knots). The left-hand instrument is a true airspeed indicator and is equipped with a rotatable ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer. range of 50 to 125 knots). 7-92 For Training Purposes Only 1 April 1998 .92 and read pressure altitude on the altimeter. and a red line (maximum speed of 175 knots). VERTICAL·SPEED INDICATOR(S) ' The vertical speed indicator(s) depicts airplane rate of climb or descent in feet per minute. Having set the ring to correct for altitude and temperature. read the true airspeed shown on the rotatable ring by the indicator pointer. For best accuracy. momentarily set the barometric scale on the altimeter to 29. the indicated airspeed should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5. Knowing the calibrated airspeed. Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been obtained.SECTION 7 AIRPLANEAND SYSTEMS DESCRIPTION AIRSPEED INDICATOR(S) CESSNA MODEL 208 (675 SHP) The airspeedindicator(s) is calibrated in knots. AL TIMETER(S) Airplane altitude is depicted by a barometric type altimeter(s). first rotate the ring until pressure altitude is aligned with outside air . The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as supplied by the static source(s).

30°. The vacuum system consists of the bleed air pressure regulator. for inflight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication. 60°. t ( ( ( ( \ ._.. Bleed air flowing through an orifice in the ejector creates the suction necessary to operate the instruments. ( ( ( The attitude indicator gives a visual indication of flight attitude. Th e inst.electricallY . Pitch and roll attitudes are presented by a miniature airplane superimposed over a symbolic horizon area divided into two sections by a white horizon bar. 20°.~. and 90 0 either side of the center mark. A knob at the bottom of the instrument is provided . a vacuum relief valve and vacuum system air filter on the aft side of the firewall.v' · 7 September 2001 For Traininl! Purooses Only 7-93 . operate the left-hand attitude indicator and directional indicator. Vacuum is obtained by passing regulated compressor outlet bleed air through a vacuum ejector.rument iSI protected by a "pull-off" . owered. ATTITUDE INDICATOR ( ( ( ( ( ( /. If takeoff is soon after engine start. Bank attitude is presented by a pOinter at the top of the indicator relative to the bank scale which has index marks at 10°. Special procedures for caging the attitude indicator must be followed when caging the gyro prior to flight. I t \~. Hold for approximately five seconds and release the caging knob smoothly but quickly.. the attitude indicator is . vacuum operated instruments and a suction gage on the left side of the instrument panel. p . cage the gyro immediately after engine start by exercising a moderate even pull on the caging knob. a vacuum ejector on the forward left side of the firewall.type circuit breaker. The instrument is energized any time the battery switch is on and the circuit breaker is pushed in. The upper blue "blue sky" and the lower "ground" area have arbitrary pitch reference lines useful for pitch attitude control. and a vacuum-low warning annunciator on the annunciator panel. When the airplane is equipped with a right flight instrument panel. labeled RH ATT GYRO on the left sidewall switch and circuit breaker panel.CESSNA SECTION 7 MODEL 208 (675 SHP) AIRPLANE AND SYSTEMS DESCRIPTION VACUUM SYSTEM AND INSTRUMENTS A vacuum system (see Figure 7-14) provides the suction necessary to .

Typical Vacuum System 7 September 2001 For Training Purposes Only . ( ( ( ( ( r-----------CODE----------~ ~ BLEED AIR .SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION 'A19803 CESSNA MODEL 208 (675 SHP) BLEED AIR BLEED AIR EXHAUST PRESSURE REGULATOR VACUUM RELIEF VALVE VACUUM-LOW WARNING ANNUNCIATOR ( .:•.:..j VACUUM c::::J INLET A I R _ ELECTRIC 26856038 I 7-94 Figure 7-14.•:§:.

5 inches . The directienal indicator will precess slightly over a peried .of that arc segment is acceptable. Therefere. The directional indicator displays airplane heading en a compass card in relation te a fixed simulated airplane image and index.5 to 5. 7 September 2001 For Training Purposes Only 7.0 to 5.5 inches of mercury up to 15. cage the gyro just before takeoff. isl calibrated in inche~ of mercury and indicates suction available for eperatien .000 to 20.of the attitude and directional indicators.000 to 25. and 3. the alternate caging procedure is recommended. desired suction range is 4.or improper adjustment.5 to 5.000 feet. In many cases. the attitude and directional indicaters shauld not be considered reliable.of mercury from 15. 4. the cempass card sheuld be set in accordance with the magnetic cempass just prior te takeoff.of the instrument panel. and occasionally -re-adjusted on extended flights. A knob on the lower left edge of the instrument is used to adjust the cempass card to cerrect for any precessien.-95 . do not cage the gyro. If time between engine start and takeoff is ten minutes or more.000 feet altitude. If necessary.25K and 30K markings at the apprapriate step lecations indicate the altitude (in thousands of feet) at which the lower limit . SUCTION GAGE I The suction gage. A suctian reading out . The .of time.of these ranges may indicate a system malfunction . The 15K.( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( Allow the gyro to attain full speed and do not re-cage unless the gyro will not erect after approximately five minutes.5 inches of mercury from 20. 20K. After engirie start. the gyro will have erected itself sufficiently so that caging is not necessary. Allow gyro te run until ready fer the Befere Takeoff checklist. Repe~ted caging may cause Internal damage.000 feet. & DIRECTIONAL INDICATOR ( CAUTION Avoid re-caglng once the gyro has been caged. and in this case. lecated en the left side .

0 in. protects the stall warning system.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION . at airspeeds between 5 and 10 knots above the stall in all configurations. The system is operational if the warning horn sounds as the vane is pushed upward. which is electrically' connected to a stall warning horn located overhead . anytime suction is less than approximately 3. Illumination of the/ lannunciator warns the pilot to check the suction gage and to bel alert for possible erroneous vacuum-driven gyro instrument indications.of the pilot's position. A "pull-off" type circuit breaker. VACUUM-LOW WARNING ANNUNCIATOR CESSNA MODEL 208 (675 SHP) ( A red vacuum-low warning annunciator is installed on the annunciator ' panel to warn the pilot of a possible low-vacuum condition existing in the vacuum system. equipped with a stall warning ground disconnect switch will require that the elevator control be off the forward stop before the stall warning horn is enabled. ( STALL WARNING SYSTEM The airplane is equipped with a vane-type stall warning unit.outside air temperature (OAT) gage is in. Aircraft . The stall warning system should be checked during the preflight inspection by momentarily turning on the battery switch and actuating the vane in the wing. labeled STALL WRN. The annunciator is illuminated by operation of a warning switch which is activated . Also. . 7-96 For Training Purposes Only 7 September 2001 . it is provided to shut off the warning horn in the event it should stick in the on position. and \ ( operates the warning horn . ( ( ( ( ( IOUTSIDE AIR TEMPERATURE (OAT) GAGE ( I An . The gage is calibrated in degrees ( Fahrenheit and Celsius. talled in the upper left " s side of the windshield. in the leading edge · of the left wing.( in the wing senses the change in airflow over the wing. The vane /' . Hg .

1 April 1998 For Training Plirposes Only 7-97 .instaUed in the airplane. The following paragraphs discuss these items. A padded microphone-headset is also available for the front seat passenger. The vane and sensor unit in the wing leading edge is equipped with a heating element. and includes an avionics cooling fan..of radio equipment is covered in Section 9 of this handbook. is also available and can be used with the airplane speaker when a microphone-headset is not being utilized . The heated part of the system is operated by the STALL HEAT switch on the de-icelanti-ice switch panel. . ( ( AVIONICS SUPPORT EQUIPMENT Various avionics support equipment is . Description and operation . . '-~---' ( AVIONICS COOLING FAN An avionics cooling fan system is provided in the airplane to supply internal cooling air for prolonged avionics equipment life. The microphone-headsets utilize remote keying switches located on the left grip of the pilot's control wheel and the right grip of the front passenger's control wheel. it can be shut off using the "pull-off" type circuit breaker. MICROPHONE-HEADSET INSTALLATIONS The airplane is equipped with a padded microphone-headset for the pilot. If the fan malfunctions.labeled AVN FAN. A hand-held microphone.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( A \ WARNING ( This circuit breaker must be pushed In for landing. which plugs into a mic jack on the left side of the control pedestal. located on the left sidewall switch and circuit breaker panel. microphone-headset installation. The fan will operate when the battery switch is on and the number 2 avionics power switch is on. Use of the keying switches permits radio communications without interrupting other control operations to handle a hand-held microphone. and is protected by the STALL WRN circuit breaker on the left sidewall switch and circuit breaker panel. and control surface static dischargers. ( C"'·.

always hold it as closely as possible to the lips. propeller tips.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) The microphone stows' in a hanger on the front of the pedestal. minimize airspeed and antiCipate temporary loss of radio Signals while in these areas. wick-type static dischargers are installed to improve radio communications during flight through dust or various forms of precipitation (rain. Usually the ADF is first to be affected and VHF communication equipment is the last to be affected. Microphone and headset jacks are located on the . even with static dischargers installed. the build-up and discharge of static electricity from the ( trailing edges of the wings. Whenever possible. Audio to the headsets is controlled by . avoid known severe precipitation areas to prevent loss of dependable radio signals. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( 7-98 For Training Pu rposes Only 1 April 1998 . STATIC DISCHARGERS As an aid in IFA flights. but it is possible to encounter severe precipitation static conditions which might cause the loss of radio signals. snow or ice crystals). Avoid covering the opening on the back side of microphone for optimum noise cancelling. Installation of static dischargers reduces interference from precipitation static. elevator. the individual audio selector switches and adjusted for volume level \ by using the selected receiver volume controls. NOTE To ensure audibility and clarity when transmitting with the hand-held microphone. rudder. If avoidance is impractical. and radio ' antennas can result in loss of usable radio signals on all communications and navigation radio equipment. then key the microphone and speak directly into it.left side of the instrument panel for the pilot and the right side of the instrument panel for the front passenger. Under these conditions.

and press lever while directing the discharge at the base of the fire at the near edge. If testing equipment is not available. pull operating lever lock pin. A CAUTION Care must be taken not to direct the Initial discharge directly at the burning surface at close range (less than five feet) because tt!e high velocity stream may cause splashing and/or scattering of the burning material. especially if the airplane is operated frequently in IFR conditions.( CESSNA MODEL 208 (675 SHP) . Anticipate approximately eight seconds of discharge duration. should be checked periodically (at least at every annual inspection) by qualified avionics technicians. The discharger wicks are designed to unscrew from their mounting bases to facilitate replacement. it is recommended that the wicks be replaced every two years. To operate the fire extinguisher: 1. SECTION 7 AIRPLANE AND ( SYSTEMS DESCRIPTION Static dischargers lose their effectiveness with age. (. · If installed. Hold extinguisher upright. The extinguisher has an Underwriters Laboratories classification of 5B:C. 1 April 1998 7-99 For Training Purposes Only . " 2. etc. 3. the extinguisher should be checked prior to each flight to ensure that its bottle pressure. Progress toward the back of the fire by moving the nozzle rapidly with a side-to-side sweeping motion. is within the green arc (approximately 125 psi) and the operating lever lock pin is securely in place. as indicated by the gauge on the bottle. ( ( ( { ( ( ( CABIN FEATURES CABIN FIRE EXTINGUISHER A portable Halon 1211 (Bromochlorodifluoromethane) fire extinguisher is available for installation on the inside of the pilot's entry door where it would be accessible in case of fire. Loosen retaining clamp(s) and remove extinguisher from bracket. and therefore.

BEVERAGE CUP HOLDERS ( ( ( ( Two beverage c'up holders. secure the extinguisher to its mounting bracket. A hinged door covers the compartment and can be opened to gain access .reduce the gases produced by . 7-100 For Training Purposes Only 1 April 1998 .SECTION 7 AIRPL. SUN VISORS / Two sun visors are mounted overhead of the pilot and front passenger. When ' not in use. the cup holders should be returned to their stowed pOSition. After recharging. Storage pockets are also installed on the back of the pilot's and front passenger's seats and along the bottom edge of each crew entry' door and can be used for stowage of maps and other small objects. Occupants should use oxygen masks until the smoke clears. into the compartment. are installed under the instrument panel. The holders are hinge-mounted and swing out from under the instrument panel where they can be used for holding beverage cups. Such agencies are listed under "Fire Extinguisher'" in the telephone directory. desired windshield area.thermal decomposition.:ANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) ( ( A ( WARNING Veli. The visors are mounted on adjustable arms which enable them to be swung 'and telescoped into the . MAP AND STORAGE COMPARTMENTS ( A map compartment is located in the lower right side of the instrument panel. Fire extinguishers should be recharged by a qualified fire extinguisher agency after each use. do not allow it to lie loose on shelves or seats. one for the pilot and one for the right front passenger. llate the cabIn promptly after successfully t extinguishing the fire to .

and 284.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION MISCELLANEOUS EQUIPMENT ( ( CARGO BARRIER/NETS ( ( The airplane may be equipped with a cargo barrier and three barrier nets installed directly behind the pilot's and front passenger's seats t() prevent the movement of cargo into the forward position of the cabin during abrupt deceleration. Refer to Section 6 for complete details of the cargo barrier and its nets. Refer to Section 6 for complete details of the cargo partitions.0. 259.0. 1 April 1998 For Training Purposes Only 7-101 . CARGO POD The airplane may be equipped with a cargo pod which provides additional cargo space. . The restraining net precludes loose articles from falling out the cargo door opening when the doors are opened. CARGO/AIRPLANE TIE·DOWN EQUIPMENT .0.5. Partitions may be installed in all of the five locations at stations 181. This equipment consists of tie-down belt assemblies having various load ratings and adjustment devices and two types of quick-release tiedown ring anchors for securing the belts to the cabin seat tracks and anchor plates. for complete details of the cargo pod. Various items of tie-down equipment are available for securing cargo within the airplane and/or tying down the airplane. 234. 208. Supplements. CARGO PARTITIONS ( Cargo partitions are available and can be installed to divide the cargo area into convenient compartments.0. Refer to Section 6 for complete details of the cargo door restraining net. Refer to Section 6 for the recommended use and restrictions of this equipment. Refer to Section 9. ( CARGO DOOR RESTRAINING NET ( (' ( A restraining net may be installed on the inside of the airplane over the cargo door opening.

To gain access to the hoisting rings. thereby closing off these openings. Each hoisting ring consists of a hinge '.( ( . openings and restrain the propeller during inclement weather I conditions and when the airplane is parked for extended periods of time" such as overnight. the hook should be moved to the bracket on the lower right hand cowl . etc. The covers preclude the entrance of dust. IHOISTING RINGS Provisions are made for the installation of four hoisting rings which attach to the left and right sides of both front and rear spar wing-to. During towing operations. which replaces the washer on the attachment bolt of the fitting. To prevent the propeller from windmilling during windy conditions. The engine inlet covers may be installed after the engine has cooled down (ITT indicator showing "off scale" temperature) . bugs. moisture./ fuselage attach fittings.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) ( ( ( ENGINE INLET COVERS AND PROPELLER ANCHOR Various covers and an anchor are available to close engine . it is necessary to remove the wing-tofuselage fairing strips. When not in use. the propeller anchor can be installed over a blade of the propeller and its anchor strap hook engaged over the lower forward flange of the nose gear fairing. into the engine and engine compartment. when installed. The upper half of the hinge contains a ring which is used for attaching the hoist when the airplane is being hoisted. . ( 7-102 For Training Purposes Only Revision 6 . Two covers are provided which plug into the two front inlets. the upper hinge half folds down out of the way.near the secondary exhaust.

When not in use. 1 April 1998 For Training Purposes Only 7-1 03/7-104 . A second crew entry step is available for the right crew entry door. OIL QUICK·DRAIN VALVE An oil quick-drain valve is available to replace the drain plug on the bottom of the engine oil tank. just aft of the passenger entry door. ( \ ( ( RELIEF TUBE Provisions are made for the installation of a relief tube in the aft cabin area on the Standard 208. ( ( ( / ( ( ( (. and rotate the lever to the on position. slip a hose over the end of the valve. To drain the oil with this valve.and provides quicker. The step assemblies attach to the floorboard just inside the entry doors and extend toward ground level. rotate the valve on-off lever to the off position.. The relief tube is installed on the right sidewall. After draining. inboard of the pilot's and front passenger's entry doors. cleaner draining of the engine oil. the step assemblies fold and stow just inside the cabin.( CESSNA MODEL 208 (675 SHP) ( ( ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CREW ENTRY STEP ASSEMBLIES The airplane is equipped with a crew entry step for the left crew entry door.providing two steps for entering or exiting the airplane. cut the safety wire securing the valve on-off lever in the off pOSition. remove the hose to check for leakage. and resafety the on-off lever in the off position.

( ( ( ( ( ( ( ( ( ( ( ( ( ( / \ ( ( For Training Purposes Only .

.. . ... ... .. ..... . ...... ....... .. . . ....... . . . ........ . ( SECTION 8 AIRPLANE HANDLING. '. •. ....... .. .. ....... . .... .... ..... . .. . . .... ... . . . .. ... .. .... . CESCOM System . .. . .. .. . . Alterations Or Repairs ..... .. ... . .. . . ... . . .. . .. .... ..... . .. ... .. .... ... . . . . . ... .. Tie-Down ... . . . . .. . . .... ......eling . Ground Handling .. SERVICE & MAINTENANCE ( . ... ... .. . . ... . . . ... . Airplane Inspection Periods ..... . CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING... . . . .. . . .... . ... ... . .... ... Jacking . ... .. ........... .... . . . Cessna Progressive Care . .. . .. . . Airplane File . . ... ... .. . .... ... ...... .. . .. ... .... ... Painted Surfaces ...... . Engine Condition Trend Monitoring . .. . Oil . . . .. . ........ .... . .. . .. ... ... . . : . . .... . ... .. ... ... .. .. Parking . ...( ( . ... . . ... . ..... . Cessna Customer Care Program .. ...... . . ... . . PAGE 8-3 8-4 8-4 8-5 ( ( ( ( ( ( 8-6 8-6 8-6 8-7 ( (' 8-8 8-8 8-8 8-9 8-10 8-10 8-10 8-11 8-11 8-12 8-14 8-14 ( ( ( ... . .. .. .... ....... . . . .r 8·15 8·18 8·23 8-24 8-24 8-38 8-38 8-40 1 April 1998 For Training Purposes Only 8·1 . . . . .. . .. . . . Towing .. .... .. ... . ... . . ... ... ..... . . ....... .. . .. Ground Deice/Anti-Ice Operations ... . ' . .. .. . ........... . . .. .. L~v...... . ... Oxygen ... .. SERVICE & MAINTENANCE TABLE OF CONTENTS ' Introduction . ... .... ' . . '.. . . . .. . '.... .. .... .. Cessna Owner Advisories . . .. . . .. Pilot Conducted Preventive Maintenance . .. ... .. . .... . . . . ... . . . . .. ... ... . Servicing . .Gear '.. . . . :. Publications ........ Windshield-Windows . .. . . ... ... . Cleaning And Care . ..... . . . .. . . ...... .. . .. .. . .. .. . ... .. Landing . .. . . .. ... .. . ..... ...... .. .. ... . .............. . .. . .. . .... .... .. .. .. ... . FAA Required Inspections . . ..... .... . .. ....... . .... . .. . .. .... . . . ..... .. . . . .. ... ....... ....... . . . Identification Plate ... . ... ... .. . ..... ...... ... .... . ... . .. .. Fuel ... . . ... . . .

. ... Engine Exterior/Compartment Cleaning . ... .SECTION 8 HANDLING.... .. ... . .... . . . .... . 8-43 8-:45 8-46 8-46 8-46 8-48 8-48 8-49 8-51 ( ( ( ( ( ( ( ( 8-2 For Training Purposes Only 1 April 1998 .. ........ Engine Care . .... .... . Bulb Replacement During Flight 8-42 :.. ..... Deice/Anti-Ice Boot Care ..... Compressor Turbine Blade Wash . ......... .. . ... '... . Prolonged Out-Ot-Service Care ....... .. .. .. Engine Compressor Wash . ... .... .... ...... Propeller Care ..... . ........ .......... .... ..... . ..... ........ .... . . .. .. . ... .. .. .. .. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) TABLE OF CONTENTS (Continued) PAGE Stabilizer Abrasion Boot Care . .. Interior Care .... ... ....... .. ... . . . .. ............. .. . ..... ... ... ........ . .... .. ...

Keep in touch with your Cessna Service Station and take advantage of his knowledge and experience. SERVICE & MAINTENANCE ( ( ( INTRODUCTION ( ( ( This section contains factory-recommended procedures for proper ground handling and routine care and servicing of your Cessna. It also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new-plane performance and dependability. ( ( ( A WARNING The airplane should be regularly . Cessna does not condone modifications. He knows your .airplane and how to maintain it. whether by Supplemental Type Certificate or · otherwise. Operation of an airplane that has been modified may be a risk to the occupants. unless these certlf. It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality. ( / I 1 April 1998 For Training Purposes Only 8-3 . and about other seasonal and periodic services. He will remind you when lubrications and oil changes are necessary. All recommendations for product Improvements called for by Service Bulletins should be accomplished and the airplane should receive repetitive and required Inspections. and operating procedures and performance data set forth In the operating handbook may no longer be considered accurate for the modified airplane.lcates are held and/orapproved by Cessna.( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. Ottier modifications may void warranties on the " airplane slnce ~ Cessna has no way of knowing the full effect on the overall airplane.Inspected and maintained In accordance with Information found In the airplane Maintenance Manual and In company Issued Service Bulletins and Service Newsletters.

aircraft owners) for one year. The Serial Number.S. A ( Finish and Trim Plate is located on the forward doorpost of the left crew door of all airplanes and contains a code describing the interior color scheme and exterior paint combination of the airplane. Model Number. SERIAL NUMBER. If you require a duplicate Owner Advisory to be sent to an address different from the FAA aircraft registration address. after which you will be sent a \. International Aircraft Owners To receive Cessna Owner Advisories. please complete and return an Owner Advisory Application (otherwise no action is required on your part).SECTION 8 HANDLING. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) IDENTIFICATION PLATE All correspondence regarding your airplane should include the . Receipt Cessna for U. will 8-4 For Training Purposes Only 1 April 1998 . located on the forward doorpost of ( the left crew door on early serial airplanes or on the left side of the tailcone below the horizontal stabilizer on later serial airplanes. CESSNA OWNER ADVISORIES Cessna Owner Advisories are sent to Cessna Aircraft owners at no charge ·to inform them about mandatory and/or beneficial aircraft service requirements and product improvements: United States Aircraft Owners ( \ If your aircraft is registered in the U. notice.S. Production ( Certificate Number (PC) and Type Certificate Number (TC) can be ' found on the Identification Plate. renewal of a valid Owner Advisory Application establish your Owner AdviSOry service (duplicate Owner Advisory service . The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed. please complete and return an Owner Advisory Application. appropriate Cessna Owner Advisories will be mailed to you automatically according to the latest aircraft registration name and address provided to the FAA..

many of which he keeps on hand. These items are listed below. accessories. are available from your Cessna Service Station. He will be happy to place an order for any item which is not in stock. Various publications and flight operation aids are furnished in the airplane when delivered from the factory.( CESSNA MODEL 208 (675 SHP) ( ( SECTION 8 HANDLING. airplane sedal number and registration number must be included in replacement requests since the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual is identified for specific airplanes only 1 April 1998 8·5 For Training Purposes Only . SERVICE & MAINTENANCE PUBLICATIONS ( ( ( ( \. • Your Cessna Service Station has a Customer Care Supplies and Publications Catalog covering all available items. NOTE A Pilot's Operating Handbook and FAA Approved Airplane Flight Manual which is lost or destroyed may be replaced by contacting your Cessna Service Station or Cessna Product Support. engine. ( ( \ ( ( ( ( / ( " " . avionics and autopilot. plus many other supplies that are applicable to your airplane. An affidavit containing the"owner's name. • • • • • CESCOM/CUSTOMER CARE PROGRAM HANDBOOK PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL PILOT'S CHECKLISTS CESSNA SALES AND SERVICE DIRECTORY ( ( ( The following additional publications. • INFORMATION MANUAL (Contains Pilot's Operating Handbook Information) MAINTENANCE MANUALS and PARTS CATALOGS for your airplane.

To be carried intheairplane at all times: 1. 2. plus the Pilot's Checklists. all civil aircraft of U. B. Aircraft Radio Station License. Aircraft Maintenance Record. aircraft operated commercially (for hire) must · have a complete inspection every 100 . Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. registry must undergo a complete inspection (annual) each twelve calendar months. Since the Regulations of other nations may require other documents and data. In addition to the required ANNUAL inspection. ( AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations. 3. Aircraft Registration Certificate (FAA Form 8050-3) . if applicable). FAA Form 337. 3.S . 2. Cessna recommends that these items. 2. To be displayed in the airplane at all times: 1. Avionics Maintenance Record. Weight and .the United States Federal Aviation Regulations. hours of operation . To be made available upon request: 1.SECTION 8 HANDLING. CESCOM/Customer Care Program Handbook and Customer Care Card. Aircraft Airworthiness Certificate (FAA Form 8100-2). Most of the items listed are required by . Equipment List.Balance. Engine Maintenance Record. . 8-6 For Training Purposes Only 1 April 1998 . owners/operators of airplanes t not registered in the United States should check with their own aviation officials to determine their individual requirements. if transmitter installed (FCC Form 556}. be carried in the airplane at all times. 3. 4. Propeller Maintenance Record. C. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) AIRPLANE FILE A. and associated papers ·(latest copy of the Repair and Alteration Form.

/ I ( The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime.' . The program assists the owner/operator in his responsibility to comply with all FAA inspection requirements. In lieu of the 100 HOUR and ANNUAL inspection requirements.( ( CESSNA MODEL 208 (675 SHP) ( ( ( ( SECTION 8 HANDLING. The complete familiarity of Cessna Authorized Caravan Service Stations with Cessna equipment and factoryapproved procedures provides the highest level of service for Cessna ownersioperators. 1 April 1998 For Training Purposes Only 8-7 . The Cessna Progressive Care Program has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and ANNUAL inspections as applicable to Cessna airplanes. It is the responsibility of the owner/operator to ensure compliance with all applicable airworthiness directives and. Under this program. an airplane may be inspected ' in accordance with a progressive inspection schedule. The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 400 hours or more per year. when the i~~pections are repetitive. prevent inadvertent noncompliance. propeller and components. while ensuring timely replacement of life-limited parts and adherence to factoryrecommended inspection intervals and maintenance procedures. your airplane is inspected and maintained in four operations. CESSNA PROGRESSIVE CARE ( ( ( ( ( ( (C :". . which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods. The procedures for the Progressive Care Program and the 100-hour inspection have been carefully worked out by the factory and are followed by the Ce9sna Service Organization. and the 1OO~hour inspection for all other airplanes. to takEl appropriate steps to '. SERVICE & MAINTENANCE The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane. The four operations are recycled each 400 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted. engine.

and fuel flow (Wf) are predictable for various '< engine types under specific ambient conditions. propeller RPM (Np) . For detail information about CESCOM. CESCOM SYSTEM CESCOM is Cessna's Computerized Maintenance Records System. torque (Tq). It has been established that engine operating characteristics. Airworthiness Directives as well as scheduled and unscheduled maintenance activities.SECTION 8 HANDLING. such as output . Service Bulletins. Engine Condition Trend Monitoring is a system of recording engine instrument readings. gas i generator RPM (Ng. he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all . While these important inspections will be performed for you by any Cessna Caravan Service Station. \ CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the Cessna Warranty plus other importani benefits for you are contained in your CESCOM/Customer Care Program Handbook supplied with your airplane. 8-8 For Training Purposes Only 1 April 1998 . You will want to thoroughly review your CESCOM/Customer Care Program Handbook and keep it in your airplane at all times. or for your first 100hour inspection depending on which program you choose to establish for your airplane. ENGINE CONDITION TREND MONITORING Pratt & Whitney Canada Inc. correcting the readings for ambient c(:>nditions. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) Regardless of the inspection method selected by the owner/operator.' the manufacturer recommended inspections. and comparing actual engine operation to typical engine operating characteristics. This comprehensive system provides you with an accurate and simple method of monitoring and scheduling inspections. refer to the ' CESCOM Instruction Manual supplied with your airplane.required FAA inspections and most of . You will also want to contact your Service Station either at 100 hours for your first Progressive Care Operation. Service Kits. in most cases you will prefer to have the facility from whom the airplane was purchased accomplish this work. interturbine temperature (ITT).

PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane. outside air temperatures. and airspeeds. 23. SERVICE & MAl NTENANCE ( ( " ( Because aircraft engines operate at a wide range of altitudes. Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed. 8-9 . PT6A-114A Installed in the Cessna Caravan I" supplied in this Pilot's Operation Handbook. or from. NOTE Pilots operating airplanes of other than U.~'': • The publication "Engine Condition Trend Monitoring and Power Management for PT6A-114. J4G 1A 1 Attention: Customer Support. • Pratt & Whitney Canada Aircraft Gas Turbine Operation Information Letter. 1000 Marie . Additional information about both of these methods may be obtained from the following sources: • A Caravan Service Station. • Cessna Propeller Aircraft Product Support. Quebec Canada.( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING. corrections for varying ambient conditions are also incorporated into the Trend Monitoring process . ( ( ( • Pratt & Whitney Canada.sources listed above. Longueuil. Inc. No. 1 April 1998 For Training Purposes Only . Small Turboprops Mail Code: 1RC1 Tel: (514) 677-9411 \ ( ( ( ( ( ( ('.Victorin.S. registry should refer to the regulations of the country of certification for information on preventive maintenance that may be performed by pilots.

( ALTERATIONS OR REPAIRS It is essential that the FAA be contacted prior to any alterations on . Moving the airplane by hand will require that the individual steering with the tow bar be assisted by personnel pushing at the I wing struts. { . especially when towing with a vehicle. Do not push or pull the airplane using the propeller blades or control surfaces. do not exceed the nose gear turning angle of 56° either side of · center as shown by the steering limit marks. The tow bar is stowed in Zone 6. { ( GROUND HANDLING TOWING The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. This should be checked routinely during preflight inspection to prevent operation with a damaged nose gear. will fall into view alongside the nose strut.SECTION 8 HANDLING. the airplane to ensure that airworthiness of the airplane is not violated. Alterations or repairs to the airplane must be accomplished by licensed personnel. 8-10 For Training Purposes Only 1 April 1998 . SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) A 208 Series Maintenance Manual should be obtained · prior to performing any preventive maintenance to ensur~ that proper procedures are followed. attached to a cable. In any towing operation. a red over-travel indicator block (frangible stop) will fracture and the block. \ A CAUTION . If excess force is exerted beyond the turning limit. You Cessna Service Station should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel.

SERVICE & MAINTENANCE ( A CAUTION Disengage rudder lock (If Installed) and remove any external rudder locks beforetowing. and chock the wheels (if the brakes are not utilized) to prevent airplane movement. Do not set the ' parking brakes during cold weather when accumulated moisture may freeze the brakes. or when the brakes are overheated. the footprint pressure (pressure of the airplane wheels upon the contact surface of the parking area or runway) will be extremely high. watch that the normal cushioning action of the nose gear does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure. If the airplane is towed or pushed over a rough surface during hangaring. 2. A flat nose tire will also increase tail height. tie the airplane down as outlined in the following paragraph. ' Install the control wheel lock. A CAUTION Any time the airplane Is loaded heavily. ( 1 April 1998 For Training Purposes Oilly 8-11 . To tie-down the airplane securely. such surfaces. PARKING When parking the airplane. Head the airplane into the wind. conditions. engage the rudder lock (if installed). if possible. TIE-DOWN Proper tie-down ' procedure is the best precaution against damage to the parked airplane by gusty or strong winds. precautions should be taken to avoid airplane parking or movement on. Set the parking brake. ( ( ( ( ( ( ( ( ( ( ' \.( ( CESSNA MODEL 208 (675 SHP) ( ( SECTION 8 HANDLING.head into the wind and set the parking brakes. proceed as follows: 1. In severe weather and high wind . and surfaces such as hot asphalt or sod may not adequately support the weight of the airplane.

scale" temperature). 8. attach a rope (no chains or cables) to the nose gear torque link and secure to a ground anchor. but are not accessible with the cargo pod installed. JACKING Several jack points or jacking locations are available. If additional security is desired. install the propeller anchor over a blade of the propeller and secure its anchor strap around the nose gear or to the bracket located on the lower right hand cowl. CESSNA MODEL 208 (675 SHP) A CAUTION Do not set the parking brake during cold weather when accumulated moisture may freeze the brakes or when the brakes are overheated. Their use is generally reserved for maintenance such as main gear removal or raising the entire airplane whenever the cargo pod is not installed. The covers may be installed after the engine has cooled down (ITT indicator showing "off . chock the nose and main wheels to prevent airplane movement. 4. If dusty conditions exist. 3. 6. Secure ropes or chains of sufficiently strong tensile strength to the wing tie-down fittings and secure to ground anchors. or the last flight of the day has been ( completed. If the brakes are not utilized. To prevent the propeller from windmilling. A fuselage jack point directly below the firewall and housed within the nose gear strut fairing is accessible for nose gear jacking regardless of the installation of a cargo pod. 7. if available. and secure to a ground anchor. Attach a rope or chain to the tail tie-down. Install the control wheel lock and engage the rudder lock (if installed). 8-12 For Training Purposes Only 1 April 1998 . 9. . gear supports.SECTION 8 HANDLING. install the two engine inlet covers to protect the engine from debris. 10. depending on whether a cargo pod is installed. SERVICE &-MAINTENANCE . Install a pitot tube cover(s). Set aileron and elevator trim tabs to neutral position so that tabs fair with control surfaces. 5. Two additional fuselage jack points are located at the main .

the Maintenance Manual for procedures on jacking and and information concerning jacking equipment. maintenance . SERVICE . An additional jack point on each main gear axle fitting is used primarily when the cargo pod is installed and it is desired to jack a single main gear for tire replacement. These jacking locations serve essentially the same purpose as the fuselage jack paints ·at the main gear supports. jack stands with wing jack pads may be fabricated so that the front wing spar at stations 141. and should be installed In most Jacking operations. it may be necessary to use a sling or hoisting the initial lift. Placing a Jack stand under the nose jack point (if not used for Jacking) will provide additional stability. If desired. A tail jack must be used in conjunction with wing jacking. if the main gear-to-fuselage fairings ·are removed.2 or 155. instances. .9 on each wing may be used as jacking locations.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING.& MAINTENANCE ( ( ( ( ( Anytime the cargo pod is installed. jacks can be positioned adjacent to the sides of the cargo pod and raised to engage the receptacle on the end of the jacks over the head of the outboard bolt which secures the main gear attach trunnion bearing cap (aft) on the left and right gear. Inside . etc. the tail section.. ( Do not use cargo pod structure for jacking or as a blocking surface. ( ( ( ( ( • • In some rings for Refer to hoisting. Be sure the stand Is suitably heavy to keep the tail stable under all conditions and Is strong enough to support the airplane. • A . ( ( ( ( A CAUTION (~--'. tall Jack stand must be used when conducting . 1 April 1998 For Training Purnoses Onlv 8-13 . to be followed with jacking at the jack points. Raise the airplane no more than required for the maIntenance being performed.

concerning these requirements and begin scheduling your airplane r for service at the recommended intervals. center a spirit level across the seat rails aft of the pilot and right front passenger seats and raise or lower one side of the airplane. and test requirements for your airplane are detailed in the 208 Series Maintenance Manual. main gear scales to a position at least four inches higher than the 'nose gear as it rests on an appropriate scale. elevated position will compensate for the difference in waterline station between the main and nose gear so that final leveling can be accomplished solely by deflating the nose gear tire. 200. To level the airplane laterally. Longitudinal leveling points are provided by backing out the two leveling -screws located on the left side of the fuselage just forward of the cargo doors. The airplane can also be leveled longitudinally by raising or lowering the airplane at the jack points. inspection. This initial. and 400 hour intervals plus those items which require servicing.. . etc. The i pilot's seat rails can also be used for longitudinal leveling by \ moving . d SERVICING In addition to the PREFLIGHT INSPECTION covered in Section 4.<' the main landing gear be supported by stands. Since Cessna Service Stations have the training and equipment necessary to conduct all service.airplane for weighing will require that .the seat to the most forward position and placing the level on the rail just a1tof the seat. inspection. it can not be deflated to aid in airplane leveling.SECTION 8 HANDLING. Place a spirit level on the screws. inspection.. Refer to the 208 Series Maintenance Manual for a. it is . ditional information. The Maintenance Manual outlines all items which require attention at 100. i I 8-14 For Training Purposes Only Revision 6 . blocks. COMPLETE servicing. and/or testing at special intervals. on the \. then deflate the nose gear tire (if placed on scales) or adjust the jacks to center the bubble in the level. ! recommended that you contact your Cessna Service Station '" . SERVICE & MAINTENANCE LEVELING CESSNA MODEL 208 (675 SHP) Longitudinal leveling of the . and test procedures in accordance with applicable Maintenance Manuals. NOTE Since the nose gear strut on this airplane contains an oil snubber for shock absorption rather than an air/oil shock strut.

the oil system servicing instructions in the Maintenance Manual shall be carried out. For these regulatory requirements. . ( ( ( BP Turbo Oil 2380 Exxon Turbo Oil ETO 85 (Third generation lubricant) Aero Shell Turbine Oil 500 Aero Shell Turbine Oil 555 Aero Shell Turbine Oil 560 (Third generation lubricant) Royco Turbine Oil 500 Royco Turbine Oil 555 Royco Turbine Oil 560 (Third generation lubricant) Mobil Jet Oil II Mobil Jet Oil 254 (Third generation lubricant) Castrol 5000 Turbonycoil 600 I c.. service the engine with the type and brand which is currently being used in the engine. quantities. and aU revisions or supplements thereto.. Refer to the airplane and engine maintenance records for this information. SERVICE & MAINTENANCE ( ( Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100-hour or ANNUAL inspection as previously covered..1 001 . owners/operators should check with local aviation officials where the airplane is being operated. When adding oil. your ' local Government Aviation Agency may require additional service. ( ( ( ( '-. must be used. specifications for frequently used service items are as follows: OIL ( ( ( ( and ( ( ( OIL GRADE (SPECIFICATION) -Oil conforming to Pratt & Whitney Engine Service Bulletin No. . or tests. . Depending on various flight operations... materials. These oils are fully approved for use in Pratt & Whitney Canada Inc. The oils listed below comply with the engine manufacturers specification PWA521 and have a viscosity Type II rating. commercially operated engines. inspections. ~ / I 8-15 Revision 6 · For Training Purposes Only .( ( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. Should oils of different viscosities or brands be inadvertently mixed. For quick and ready reference.

2. Oil leaking from engine intake. 3.1 April 1998 . High oil consumption.SECTION 8 HANDLING. Engine oil has been switched to a "third generation" lubricant during mid-life. refer to the engine manufacturer's pertinent oil service bulletins NOTE ( ( ( The oils listed above are recommended when operation will result in frequent cold soaking at ambient temperatures of O°F (-18°C). the engl'ne manufacturer strongly recommends that such a change should only be made when an engine is new or freshly overhauled. If one or more of the following conditions exist. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) A • • CAUTION . When changing from an existing lubricant formulation to a 'third generation' lubricant formulation (see . per airplane and engine maintenance manual procedures and the engine ' manufacturer's pertinent engine and oil service bulletins: 1. For additional Information on use of third generation oils. refer to the above referenced maintenance manuals and service bulletins for corrective action. If carbon particles are found. the accessory gearbox scavenge pump inlet screen and any drained oil should be inspected for the presence of carbon particles.list above). 8-16 For Training Purposes Only . ( Do not mix brands or types of oils.1 001 for additional oils which are approved. Refer to Pratt & Whitney Engine Service B!Jlletin No.

cooler and hoses). For example. DRAIN AND REFILL QUANTITY: Approximately 9. quarts low if oil is hot. a basic oil drain period of 1200 hours or 12 months is recommended. j\WARNING Ensure oil dipstick cap Is securely latched down. NOTE To obtain an accurate oil level reading. Quarts (including oil in filter. the oil change interval must be at least every 6 months. OIL QUANTITY OPERATING RANGE: Fill to within 1 1/2 quarts of MAX HOT or MAX COLD (as appropriate) on dipstick. perform an engine dry motoring run before checking oil level.S. 1 April 1998 For Training Purposes Only 8-17 . SERVICE & MAINTENANCE TOTAL OIL CAPACITY: 14 U. a dipstick reading of 3 indicates the system is within 2 quarts of MAX. Operating the engine with less than the recommended 011 level and with the dipstick cap unlatched will result In excessive 011 loss and eventual engine stoppage. OIL DRAIN PERIOD: For engines operated in corporate or utility airplanes with a typical utilization of 50 hours per month or less. For engines operated in high utilization commuter airline type operation.S. it is recommended the oil level be checked either within 10 minutes after engine shutdown while the oil is hot (MAX HOT marking) or prior to the first flight of the day while the oil is cold (MAX COLD marking).5 U.S. it is recommended the oil be changed every 400 hours or 12 months. if the oil is cold and within 3 quarts of MAX if the oil is hot. whichever occurs first. If more than 10 minutes has elapsed since engine shutdown. Quart markings indicate U.CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. if operating in a sandy or dusty environment. Regardless of the degree of utilization. and engine oil is still warm. Quarts.

OR JP-5 may be used for emergency purposes fora maximum of 450 hours per overhaul period. If In flight.1 (MIL-L-5616 JP-4 (MIL-T-5624).8 U.S. make sure the airplane is In a coordinated and stabilized condition (ball of turn-and-bank Indicator centered). JP. JP-8 (MIL-T-83133A). JP-1. 8-18 For Training Purposes Only 1 April 1998 . or. CAPACITY EACH TANK: 167. JP-5 (MIL-T-5624). i A CAUTION Aviation gasoline is restricted to emergency use and shall not be used for more than 150 hours In one overhaul period. A mixture of one part aviation gasoline and three parts of Jet A. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) FUEL APPROVED FUEL GRADE (SPECIFICATION): Jet A (ASTM-D1655). Jet A· 1. Jet A-1 (ASTM-D1655). Jet B (ASTM-D1655). ALTERNATE/EMERGENCY FUEL: Aviation Fuel (All grades of military and commercial aviation gasoline). verify the airplane Is parked in a laterally level condition.SECTION 8 HANDLING. t. Gallons ( A CAUTION To obtain accurate fuel quantity Indicator readings.

each must have an anti-icing additive. • 'ROCEDURE FOR ADDING FUEL ANTI-ICING ADDITIVE Vhen the airplane is being refueled. Use only blending equipment that Is recommended by the manufacturer to obtain proper proportioning. evision 6 8-19 For Training Purposes Only .15 percent by volume maximum) will result In detrimental effects to the fuel tanks. use the following procedure to .corrosion in tanks and may block filters . SERVICE & MAINTENANCE FUEL ADDITIVES : A variety of fuels may be used in the airplane. Proper mixing of EGME or DIEGME compound with the fuel Is extremely important. It is recommended that fuel anti-icing additive be used to control bacteria and fungi.nended (0. (EGME) or (DIEGME).lend anti-icing additive tonontreated fuel : 1. through service experience. incorporated orl added to the fuel during refueling. that they provide acceptable protection from microorganisms such as bacteria and fungi that can rapidly multiply and cause serious . A concentration In excess of that recomr. contain the correct premixed quantity otan approved type of anti-Icing fuel additive and no additional antlIce compounds should be added. Attach additive to refuel nozzle.of protective primer and sealants and damage to o-rings and seals In the fuel system and engine components. A • CAUTION JP-4 and JP-5 fuels per MIL-T-5624 and JP-8 fuel per MIL-T-83133A . however. such as deterioration . The anti-ice additives EGME/OIEGME have shown. making sure blender tube discharges in the refueling stream. screens and fuel metering equipment.CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING.

refer to all safety information ali the container. It Is also combustible. refer to all safety information on the container. swallowed or absorbed through the skin. Irritation. It Is also combustible. AWAANING Anti-icing additives containing ethylene glycol monomethyl ether (EGME) are harmful If Inhaled. and will cause eye. . Start refueling while simultaneously fully depressing and slipping ring over trigger of blender. Use not less than 20 fluid ounces of additive per 156 gallons of fuel or more than 20 fluid ounces of additive per 104 gallons of fuel. Do not allow .SECTION 8 HANDLING. Assure the additive is directed into the flowing fuel stream with the additive flow started after the fuel flow starts and stopped before fuel flow stops. Before using this material. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) 2. concentrated additive to contact coated Interior of fuel tank or airplane painted sui1ace. Before using this material. swelling and irritation. A CAUTION • ether Diethylene glycol monomethyl (DIEGME) is slightly toxic if swallowed and may cause eye redness. ( • • 8-20 For Training Purposes Only 1 April 1998 .

r ~-' ( ( j 1. ':.10 percent minimum and 0. SERVICE & MAINTENANCE PROCEDURE FOR CHECKING FUEL ADDITIVES . route structure and utilization also affect microbial growth.. It is imperative that the instructions for the test kit be followed explicitly when checking the additive concentration . If the fuel additive concentration has fallen below 0. occasional use of a biocide may be required.035% by volume.15 percent maximum. Fuel tank maintenance practices are of prime importance in controlling microbial growth.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING. \ . airplane design. ( ( ( A CAUTION ( '. Fuel. refer to Chapter 12 of the 208 series maintenance manual. 8-21 . The additive concentrations by volume for EGME/OIEGME shall be 0.. . However. Revision 6 For Trainine Purposes Only . an additive is permitted for use in certain conditions. either individually or mixed in a common tank. therefore. ( ( ( ( ( ( ( Prolonged storage of the airplane will result in a water buildup in the fuel which "leaches out" the additive. the airplane should be defueled and refueled. the following additive is approved for use : Dupont Stadis 450 ( ( ( I I A CAUTION These additives shall not exceed a maximum concentration of 1 part per million by weight. If additional biocidal protection is desired. If additional anti-static protection is desired. An indication of this is when an excessive amount of water accumulates in the fuel tank sumps. The concentration of additive can be checked using an anti-icing additive concentration test kit: For additional information about this kit.: . .10 percent by volume. other factors such as climate. when added to the tank. should have a minimum concentration of 0.

as a guide. Before each flight and after each refueling. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) ( ( Biocide additive may be used on a limited . defined as intermittent or non-continuous use in a single application. and fuel filter quick-drain valve to determine if contaminants are present. drain all fuel drain points again. dirt. may use the ladditive continuously. additives that are not compatible with fuel or fuel system components can cause the fuel to become contaminated. If contamination is detected. . where the need for biocide use is dictated. If after repeated sampling. An engine operated in private and corporate airplanes. to sterilize airplane fuel systems suspected. fuel tank external sump quick-drain valves. rust. microbes or bacterial growth. Take t repeated samples from aI/ fuel drain points until all contamination \ has been removed . recommends. sand. use a clear sampler and drain at least one sampler full of fuel from the inboard fuel tank sump quiek-drain valves. the fuel tanks should be completely drained and the fuel system cleaned. a dosage interval ·ofonce a month. The following additives are permitted for use: I I Sohio Biobor JF Kathon FP 1. or found to be contaminated by microbial organisms. where utilization rates are relatively low. as an operator's own experience dictates. This interval can then be adjusted. FUEL CONTAMINATION: Fuel contamination is usually the result of foreign material present ! in the fuel system. and may consist of water.basis. In addition.SECTION 8 HANDLING. either greater or lesser. If the airplane is parked with one wing low on a sloping ramp ·(as evidenced by the ball of the turn and bank indicator displaced from center). 8-22 For Training Purposes Only ( . and that the airplane has been fueled with the proper fuel . fuel reservoir quick-drain valve (actuated by a push-pull drain control on cargo pod). For those operators. Pratt & W/litney Canada Inc. evidence of contamination still exists.( Revision 6 .5 A CAUTION AddItive shall not exceed a maxImum concentration of 270 parts per million by weight. draining of the outboard fuel tank sump quick-drain valves (if installed) is also recommended.

sand.50. should be used. Any traces of solid contaminants such as rust. permit. Carefully sample fuel from all fuel drain locations during each preflight Inspection and after every refueling. fuel tanks should be kept full between flights. - ( A WARNING It is the pilot's. 30-42 PSI on 22x8. pebbles. . as recommended in this handbook. In addition. SERVICE & MAINTENANCE ( ( \ Do not fly the airplane with contaminated or unapproved fuel. Anytime the filter bypass flag (red warning button) is found to be extended. 1 April 1998 8-23 For Trainin~ Purposes Only . routine maintenance of the fuel system should be performed in accordance with the airplane Maintenance Manual. responsibility to ensure that the airplane's fuel supply is clean before flight.CESSNA MODEL 208 (675 SHP) SECTION a HANDLING. Also. Disassemble the filter. microbes and bacterial growth or liquid contamination resulting from water. a-Ply Rated Tire . provided weight and balance considerations will . or additives that are not compatible with the fuel or fuel system components must be considered hazardous. the filter element has become clogged. to reduce the possibility of water condensing on the inside walls of partially filled tanks. and check the fuel system to determine the cause of contamination before further flight. owners/operators who are not acquainted with a particular fixed base operator should verify that the fuel supply has been checked for contamination and is properly filtered before allowing the airplane to be serviced. To further reduce the possibility of contaminated fuel.00-8. dirt. LANDING GEAR NOSE WHEEL TIRE PRESSURE: 53-63 PSI on 6. Only the proper fuel. and fuel additives should not be used unless approved by Cessna and the Federal Aviation Administration. 6-Ply Rated Tire. clean the element. ( ( ( ( ( ( ( ( ("0: ~'-. Improper fuel type.

48"52 PSI on 8. control surfaces and engine inlets as an example) be free of snow. ( OXYGEN AVIATOR'S BREATHING OXYGEN: Spec.SECTION 8 HANDLING. No. During cold weather operations. . SERVICE & MAINTENANCE MAIN WHEEL TIRE PRESSURE. MAXIMUM PRESSURE (cylinder temperature stabilized after fitling): 1850 PSI at 21°C (70°F). CESSNA MODEL 208 (675 SHP) ( 83 PSI on 6. . 8-Ply Rated Tires. refill reservoir to within three-quarters inch (3/4") of the . As placarded on later serial airplanes . Keep filled with MIL~H-5606 hydraulic fluid per filling instructions placard. BRAKES: Service brake fluid reservoir with MIL-H-5606 hydraulic fluid as placarded on reservoir. 35 PSI (minimum) on 29x11 . 8-24 For Training Pu rposes Only 1 April 1998 . No air pressure is required in strut.098 diameter vent hole. 8-Ply Rated Tires. and Type II or Type IV anti-ice fluids may be used sequentially to ensure compliance with FAA regulations. MIL-O-27210. whenever the fluid level drops to 1/2 full . so that neither aerodynamic characteristics nor mechanical interference from contaminants will occur. or frost before takeoff. maintain fluid level between MIN and MAX markings.50-10. The deicing f process is intended to restore the airplane to a clean configuration '. As placarded on early serial airplanes. Refer to Oxygen Supplements (Section 9) for filling pressures.50-10. . 10-Ply Rated Tires. which require that all critical components (wings.00-1 0. '. NOSE GEAR SHOCK STRUT. flight crews are responsible for ensuring that the airplane is free of ice contamination. GROUND DEICE!ANTI-ICE OPERATIONS . Type I deice. ice.

dated 10-05-01. The takeoff distance charts for 0° flaps setting start with the airplane's maximum weight for normal operations. FAA Advisory Circular AC135-17.themselves seasonally with the following publications for expanded deice and anti-ice procedures: • • • • Cessna 208 Series Maintenance Manual Chapter 12. SERVICE & MAINTENANCE A WARNING Type II and Type IV anti-Ice fluid is designed for use on airplanes with a VR speed of 85 knots or greater. or later.. as provided in the Type II. and Type IV fluids have time limitations before refreezing begins. or later). dated 12. Type 1/ or Type IV fluid is used to provide longer -term anti-icing protection. or Type IV holdover timetable (refer to FSAT 01-09'1 . dated 10-05-01. or later). at which time additional deicing is required.. 17-82. or later. The two-step deice/anti-ice procedure · involves applying Type II or Type IV anti-ice fluid to ensure the airplane remains clean after deicing. the takeoff flap setting Is limited to 0° and the VR Is 88 KCAS. The one-step deicing procedure involves using Type I deice fluid to remove ice and slush from the airplane prior to departure and to provide minimal anti-icing protection. or later. they are referred to as Freezing Point Depressant (FPD) fluids. FAA Advisory Circular AC20-117. FAA Flight Standards Information Bulletin FSAT 01-09. when icing conditions exist. I Deicing and anti-icing fluidS are aqueous solutions which work by lowering the freezing point of water in either the liquid or crystal phase. Type II. Deicing fluid is classified as Type I. dated 10-05-01. dated 12-14-94. Type I. Refer to Section 2 for limitations and Section 5 for takeoff distances with 0° flaps setting and liftoff speeds in KIAS. as provided in the Type I holdover timetable (refer to FSAT 01-09. Whenever Type II or Type IV anti-ice fluid Is applied to the airplane.CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. NOTE It is recoml1)ended that flight crews refamiliarize . Deicing and anti-icing with fluids may be performed as a one-step or two-step process. Revision 6 For Training Purposes Only I 8-25 . For this reason. However. Anti-icing fluid is classified as Type \I or Type IV. thus delaying the onset of freezing. the airplane should only be loaded to its maximum weight for flight Into known Icing conditions.

snow deposits.SERVICE & MAINTENANCE CESSNA MODEL208 (675 SHP) ( ( I This time limitation is referred to as "holdover time". Type I deicing fluids should be sprayed on the airplane (with engine shutdown) in a manner which minimizes heat loss of fluid to the air. heated hangar is an excellent option to deice airplanes and should b. charts can provide only approximate estimates. A CAUTION Type I. Deicing may be accomplished \Jsing the ambient temperature available from a heated hangar or by mechanical means using a A glycol-based Freezing Point Depressant (FPD) Type I fluid. ( remains the responsibility of the pilot in command to determine the effectiveness of any deicing or ami-icing procedure. Fluid should be sprayed as close as possible 10 the ' airplane surfaces. NOTE Deicing fluids are ' not intended for use in removing . It l. and Type IV holdover times. Type I deice. Refer to FSAT 01-09. manufacturers prohibit the mixing of brands within a type. to e ensure that all melted precipitation is removed from the airplane to prevent refreezing once the airplane is moved from the hangar to the flight line. and Type II and IV anti-Ice fluids (refer to Figures 8-1 thru 8-4). Type II. Line personnel should be supervised by the pilot In command to ensure proper application of . Use caution not to damage any airplane structure or antennas when removing snow. Because hold( over time is highly dependent on a number of factors. but not closer than approximately 10 feet if a high pressure nozzle is used. dated .' ( 10-05-01. Care must be exercised however. ( ( ( 8-26 For Training Purposes Only Revision 6 . Snow is best removed by mechanically sweeping or brushing it from the airplane structure. utilized whenever possible. Type"11 and Type IV fluids are not compatible Additionally. most and may not be mixed. The fluid should be applied in a temperature range from 160°F to 180°F (71°C to 82°C) using a solid cone pattern of large coarse droplets. or later for Type I.SECTION 8 HANDLlNG.

SERVICE & MAl NTENANCE ( ( Application techniques for Type II and Type IV fluids are the same as Type I. For this case. Type II or Type IV fluid therefore. Type ' I deicing fluids are used in the diluted state. OJ later). ( Revision 6 8-27 For Trainin~ Purposes Only . Type' II or Type IV fluid is however sometimes heated and sprayed as a deicing fluid . Type I deicing fluids have a very limited holdover time (refer to FSAT 01-09. ( ( ( I A CAUTION ( Type . as the heat may change the characteristics of the thickening agents in the fluid. will not be as effective as it would be if it were applied at ambient temperature. due to the limited holdover times of Type I deice fluid. with specific ratios of fluid-to-water dependent on ambient temperature. dated 10-05-01. more effective than unheated solutions because thermal energy is used to melt the ice. Heated solutions of FPD are .I fluids should never be used full strength (undiluted). applied in this manner. Undiluted glycol fluid is quite viscous below 14°F (-10°C) and can actually produce 11ft reductions of about 20 percent. Type II or Type IV fluid should be applied undiluted at ambient temperature to a "clean" airplane within three minutes after deicing is completed. or frost formations. it should be considered a Type I fluid. Refer to Figure 8-1 for areas to spray Type I deicing fluid.( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING. Additionally. Figure 8-3 for areas to avoid spraying directly. except that since the airplane is already clean. and Figure 8-4 for sequence of application. the application should last only long enough to properly coat the airplane surfaces. undiluted glycol has 8 higher freezing point than 8 glycol/water mixture. snow. Figure 82 for areas to spray Type" and Type IV anti-icing fluid.

Ultimate responsibility for safety of flight rests with the pilot in command. Type II or Type IV fluid mixtures '\" . and Type II or Type IV anti-iCing fluids are only an estimation and vary depending on many factors. NOTE CESSNA MODEL 208 (675 SHP) • Deicing and anti-icing procedures must be closely coordinated between the pilot in command and ground crews.G. SERVICE & MAINTENANCE . is known as "holdover time". ( ( . and carried out in a timely manner. / Type II. such as temperature. The length of time that deicing and anti-icing fluids remain effective . • Due to the weight and C. or later. or Type IV. The holdover timetables for Type I deicing. Holdover times are based on the mixture ratio appropriate for the OAT. . and any decisions to deice or anti-ice an airplane must be accomplished under his or her direct supervision. • The first area to be deiced and anti-iced should be visible ·from the cockpit and should be used to provide a conservative estimate for subsequent ice accumulations on unseen areas of the airplane before initiating takeoff. Guidelines for maximum holdover times anticipated by SAE Type I. Holdover times start when the last application has begun. ( Revision 6 For Training Purposes Only . for holdover timetables. changes which occur while deicing the airplane. and ISO Type I. a tail stand should be placed under the tail to prevent the airplane from tipping on its tail. precipitation type. wind and aircraft skin temperature. HOLDOVER TIMETABLE (TYPE I. AND TYPE IV FLUIDS) NOTE I Refer to FAA Flight Standards Information Bu"etin FSAT 01-09. dated 10-05-01".SECTIONS HANDLING. TYPE II.( are a function of weather conditions and outside air temperature ( (OAT).

and snow and that the deice or anti-Ice fluid is stili protectIng the airplane. windshield. slush. NOTE • Holdover timetables in FSAT 01-09. If these conditions occur.( ( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. a pretakeoff contamination check should be conducted by the pilot in command within 5 minutes of takeoff. Critical areas of the airplane such as empennage. control surfaces. SERVICE & MAINTENANCE A CAUTION • Aircraft operators are solely responsible for ensuring that holdover timetables contain current data.. dated 10-05-01. • ( ( • ( ( \. the time of protection may be shortened considerably. This Is also the case when fuel temperature Is significantly lower than OAT. High wind velocity and jet blast may cause a degradation of the protective film.' { ( I ( ( A WARNING When ground Icing conditions are present. do not apply to other than SAE or ISO Type I. f . The tables are for use In departure planning only and should be used In conjunction with pretakeoff contamination check procedures.. • The responsibility for the application of this data remains with the user. preferably just prior to taxiing onto the active runway. or later. and engine Inlets should be checked to ensure they are free ' of Ice. wings. The time of protectIon will be shortened In heavy weather conditions.. Revision 6 For Training Purposes Only 8-29 . Type " or Type IV fluids.

preferably just prior to taxiing onto the active runway. Holdover time starts when last application has begun. control surfaces.. windshield. Critical areas of the airplane such as empennage.SECTION 8 HANDLING. If possible. ( ( ( ( A WARNING When ground icing conditions are present.of ice. 8-30 For Training Purposes Only 8 March 1999 . a pretakeoff contamination check should be conducted by the pilot In command within 5 minutes of takeoff. slush. but not closer than 10 feet if a high pressure nozzle is used. wings. fluid should be sprayed in a solid cone pattern of large coarse droplets at a temperature of 160°F to 180°F. and snow and that the deice or anti-ice fluid Is still protecting the airplane. f \ ( ( ( ( ! I . and engine inlets should be' checked to ensure they are free . The fluid should be sprayed as close as possible to the airplane surfaces. Type I fluid should be sprayed on the airplane (with engine off) in a manner which minimizes heat loss to the air. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) ( ( I TYPE I DEICE FLUID NOTE ( • • • Freezing point of Type I fluid mixture must be at least 10°C (18°F) below OAT.

• Type II fluid should be applied undiluted at ambhmt temperature to a "clean" airplane within three minutes after deicing is completed. will not be as effective as it would be if it were applied at am: bient temperature. as the heat may change the characteristics of the thickening agents in the fluid.( CESSNA MODEL 208 (675 SHP) TYPE" ANTI-ICE FLUID NOTE ( SECTION 8 HANDLING. ( ( ( ( (":. it should be considered a Type I fluid.~. SERVICE & MAINTENANCE ( ( I ( II • Freezing point of Type II fluid mixture must be at least 1O°C (18°F) below OAT. For this case. the application should last only long enough to properly coat the airplane surfaces. Type II fluid therefore. ( < ' ( ( ( ( ( 8 March 1999 For Training Purposes Only 8-31 . applied in this manner. due to the limited holdover times of Type I deice fluid. ( ( ( ( • Application techniques for Type II fluid are the same as for Type I. except that since the airplane is already clean. sometimes heated and sprayed as a deicing fluid. Type II fluid is however. • Holdover time starts when last application has begun.

Heavy precipitation rates. Application techniques for Type IV fluid are the same as for Type I. 8-32 For Training Purposes Only 8 March 1999 . Holdover time may be reduced when aircraft skin temperature is lower than OAT. the application should last only long enough to properly coat the airplane surfaces. a pre-takeoff . and engine Inlets should be checked to ensure they are free of Ice. NOTE • • • Freezing point of Type IV fluid mixture must be at least 1Q°C (18°F) below OAT. high . windshield. control surfaces. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) ( ( ( . moisture .e runway. high wind velocity. slush. wings. . TYPE IV ANTI-ICE FLUID I A CAUTION The time of protectlon . and snow and that the deice or anti-ice fluid Is stili protecting the airplane. Holdover time starts when last application has begun.wlll be shortened In heavy weather conditions. preferably just prior to taxiing onto the actlv.SECTION 8 HANDLING.contamination check should be conducted by the pilot in command within 5 mlniJtes of takeoff. or jet blast may reduce holdover time below the lowest time stated in the range. content. Critical areas of the airplane such as empennage.A WARNING When ground icing conditions are present. except that since the airplane is already clean.

heated leading edge) should be avoided due to the fact that fluid may "dry-out" Into hard globu lar nodules. . sometimes heated and sprayed as a deicing fluid.e. Some Type IV fluid exhibit poor aerodynamic elimination (flow-off) qualities at colder temperatu res. I ( A ( CAUTION • ( Some Type IV fluids could form a thick or high strength gel during "dry-out" and when rehydrated form a slippery film. it should be considered a Type I fluid. SERVICE ( & MAINTENANCE NOTE ( ( ( ( Type IV fluid should be applied undiluted at ambient temperature ·to a "clean" airplane within three minutes after deicing is completed. due to the limited holdover times of Type I deice fluid. . will not be as effective as it would be if it were applied at ambient temperature. Heated areas of aircraft (I. For this case. Type IV fluid should not be used undiluted below -24DC (-11°F).( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. ( / (: • ( / • • 8 March 1999 'For Training Purposes Only 8-33 . Type IV fluid therefore. as the heat may change the characteristics of the thickening agents in the fluid . Type IV fluid is however.. applied in this manner.

ICE AND SLUSH MUST BE REMOVED FROM THESE GAPS. WINDSHIELDS. AND STALL WARNING VANE. ( ( ( NOTE 2: SHADED AREAS INDICATE ESSENTIAL AREAS TO BE DEICED. REMOVE SNOW. Essential Areas to be Deiced 8 March 1999 For Training Purposes Only . ICE AND SLUSH FROM PITOT TUBES BY HAND ONLY. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) (NOTE 1) ! ( ( ( ( ( NOTE 1: GIVE SPECIAL ATTENTION TO THE GAPS BETWEEN THE FLIGHT CONTROLS. I 8-34 2685X1D35 Figure 8-1 .SECTION 8 HANDLING. CABIN WINDOWS. BRAKES. ALL SNOW. DIRECT SPRAY AVOIDANCE AREAS: ENGINE INLETS AND EXHAUST. PITOT STATIC TUBES.

SERVICE & MAINTENANCE ( ( ( ( \ . Essential Areas to Apply Anti-ice Fluid I 8 March 1999 For Training Purposes Only 8-35 .ANTI-ICE FLUID SHOULD BE APPLIED AT LOW PRESSURE TO FORM A THIN FILM ON SURFACES. ( ( ( SHADED AREAS INDICATE ESSENTIAL AREAS WHERE ANTI-ICE FLUID IS APPLIED.j 2685X1035 Figure 8-2 .. {~. ( ( DIRECT SPRAY AVOIDANCE AREAS: PITOT STATIC TUBES.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING.. AND STALL WARNING ( ( VANE. " . WINDSHIELDS. NOTE: .. FLUID SHOULD JUST COVER AIRPLANE WITHOUT RUNOFF. ( ( ( ( ( ( ( r { <- . . CABIN WINDOWS..

CABIN WINDOWS. BRAKES.: .( 8 March 1999 For Training Purposes Only ( .-. :.AND STALL WARNING VANE. TUBE ( ( ( ( PITOT-STATIC TUBE ENG INE INLETS AND EXHAUST STALL WARNING VANE ( ( ( ( ( ( ( DIRECT SPRAY AVOIDANCE AREAS: ( ENGINE INLETS AND EXHAUST.( ( ( ( WINDOWS ( ( ( PITOT -STATIC ... SERVICE & MAINTENANCE CESSNA MODEL 208 (675 'SHP) ... 8-36 ( Deice and Anti-ice Fluid Direct Spray Avoidance Areas ( . WINDSHIELDS.. ( ( ( 26851035 \ \ .SECTION 8 HANDLING. PITOT ST ATle TUBES. ( I Figure 8-3.:.

( ( ( ( ( ( ( ( ( ( ( ( ( ( I' START 26851035 Figure 8-4. Deicing and Anti-icing Application 8 March 1999 For Training Purposes Only I 8-37 . SERVICE & MAINTENANCE ( ( ( ( ( NOTE: BY STARTING DEICE AND ANTI-ICE APPLICATION AT THE LEFT FRONT AREA OF THE AIRPLANE.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. THE PILOT CAN GET A CONSERVATIVE ESTIMATE OF ICE REFORMATION FROM INSIDE THE COCKPIT. IT WILL BE THE FIRST AREA WHERE ICE WILL REFORM . SINCE THIS WAS THE FIRST AREA DEICED OR ANTI-ICED.

Improper cleaning. When cleaning and " waxing the windshield and windows. may be used as a cleaning solvent. windows.) On acrylic windshields and windows. Place airplane inside hangar or in shaded area and allow to cool from heat of sun's direct rays. flood the surface. 2. or use of unapproved cleaning agents. . Use bare hands with no jewelry to feel and dislodge any dirt or abrasive materials. 5. applied with a soft clean cloth. if sails which cannot be removed by a mild detergent remain. 8-38 . Type " aliphatic naphtha. Be sure to frequently refold the cloth to avoid redepositing soil and/or scratching the windshield and[ windows with any abrasive particles.t>NA MODEL 208 (675 SHP) CLEANING"AND CARE WINDSHIELD-WINDOWS The windshield and windows are constructed of cast acrylic. ( 8 March 1999 For T raining Pu rposes Only 4. Using clean (preferably running) water. WINDSHIELD AND WINDOW MAINTENANCE PROCEDURES The fol/owing procedures provide the most current information regarding cleaning and servicing windshields and . 3. Using a mild soap or detergent (such as a dishwashing liquid) in water.SECTION 8 HANDLING. The surface hardness of acrylic is approximately equal to that of copper or brass. CAUTION Windshields and windows can be easily damaged by improper handling and cleaning techniques. Again. CLEANING INSTRUCTIONS A 1. use only the bare hand to provide rubbing force. (A clean cloth may be used to transfer the soap solution to the surface. Rinse surface thoroughly with clean fresh water and dry with ( a clean cloth. can cause . Canvas covers may scratch the plastic surface. wash the surface.damage to these surfaces. SERVICE & MAINTENANCE Ct:::. use only the following prescribed methods and materials I(see Figure 8-5). but extreme care must be exercised to prevent scratching the surface. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated.

Caution should be used not to get rain repellent on painted surfaces surrounding the windshield.( ( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. (The . acetone. cleaning sprays. do not use It.wax has an index of refraction nearly the same as transparent acrylic and wi" tend to mask any shallow scratches. windshields and windows: methanol. denatured alcohol. A CAUTION " . applying or removing wax or polish.. SERVICE & MAINTENANCE ( ( "". Windshields may have rain repellent applied per the manufacturer's instructions. benzene. use a clean soft cloth. Refer to Figure 8-5 for specific rain repellent products approved by Cessna. NOTE I ( ( ( ( When. use only rain repellents which conform to specification MIL-W-6882. carbon tetrachloride. ~ ( ( ( ( ( ( Do not use any of the following on. ( ( ( 7. ( ( ( ~ () 8 March 1999 For Tr~illing Purpos~s Only 8-39 . When In doubt about 'any product. . xylene. 8.' On acrylic surfaces. MEK. gasoline. 6. lacquer thinners... . commercial or household window . or for cleaning. Acrylic surfaces may be polished using a polish meeting Federal Specification P-P-560 applied per the manufacturer's instructions.~- A CAUTION -. ( ( ( ( ( ( -"':. Hard polishing wax should be applied to acrylic surfaces..

Mask Off Company. paint strippers.. Do not use solar screens or shields installed on inside of airplane or leave sunvisors up against windshield. 5 X N . gasoline. ( subjected to direct contact with or vapors from: methanol. MA. Keep all surfaces of windshields and windows clean. Carefully cover all surfaces during any painting. Protex 40 . 2. CA and Southwest Paper Co. in most cases.Mask Off Company. the curing period will have been completed prior to delivery of the airplane. d. If desired. Do not use power drill motor or . acetone. WPL-3 Masking Paper . Regis. Any Cessna Service Station can accomplish this work. b. Regis. . it is recommended that the work be done by someone experienced in handling uncur~d paint. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) WINDSHIELD AND WINDOW PREVENTIVE MAINTENANCE A 1. Wichita.Poly-Spotstick . 8-40 For Training Purposes Only 1 April 1998 . ( denatured alcohol. commercial or household window cleaning sprays. Class II.powered device to clean. Wichita. carbon tetrachloride. In the event that polishing or buffing is required within the curing period. polish or wax surfaces. The reflected heat ·from these items causes elevated temperatures which accelerate crazing . 6. Newton. f. CA and Southwest Paper Co. PAINTED SURFACES The painted exterior surfaces of your new Cessna have a durable.St. xylene. White Spray Lab. long lasting finish. powerplant cleaning or other procedure that calls for the LIse of any type of solvents or chemicals.. Newton. MIL-C-6799. 4. Type I. Approximately 10 days are required for the paint to cure completely. Monrovia. c. lacquer thinners. KS . MEK. Scotch 344 Black Tape . . benzene. The following coatings are approved for use in protecting surfaces from solvent attack: a. 3. MA. or other types of solvents. CAUTION Utilization of the following techniques will help minimize windshield and window crazing. Protex 10VS .3M Company Do not park or store the airplane where it might be . KS. e. 5.SECTION 8 HANDLING. . Monrovia. wax acrylic surfaces.St.

Slip-stream Wax (paste) Acrylic polish conforming to Federal Specification P-P-560 such as: Permatex plastic cleaner Number 4030 Mirror Glaze MGH-17 Soft cloth. such as: REPCON (Refer to Note 2) NOTE 1: NOTE 2: Cleaning and polishing acrylic windshields and windows. Scottsdale. DE 19898 Classic Chemical Grand Prairie. UNELKO Corp. KS 66115 Mirror Bright Polish Co.. Permatex Company. Inc.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING.!. Chicago. Inc. CA Commercially available Applying and removing wax and polish. Kansas City. TX 75050 ( Great Reflections Paste Wax ( ( ( ( t'~ \ "'-. This is the only rain repellent approved for use by Cessna Aircraft Company for use on Cessna Model 208 series airplanes. ( ( ( ( " Rain shedding on acrylic windshields.) Wilmington. Figure 8-5. Waxing acrylic windshields and windows. SERVICE & MAINTENANCE ( ( Materials Required For Acrylic Windshields and Windows MATERIAL / Mild soap or detergent (hand dishwashing type without abrasives) Aliphatic naphtha Type II conforming to Federal Specification TT-N-95 MANUFACTURER Commercially available USE Cleaning windshields and windows. ".. Pasadena. duPont de Nemours and Co. ( i. 7428 E. AZ 85260 These are the only polishing waxes tested and approved for use by Cessna Aircraft Company. Materials For Acrylic Windshields and Windows 8 March 1999 For Training Purposes Only I 8-41 . Removing deposits which cannot be removed with mild soap solution on acrylic windshields and windows. Karen Dr. IL 60638 E. such as: Colton flannel or cotton terry cloth material Rain repellent conforming to Federal Specification MIL-W-6882. Commercially available ( Polishing wax: (Refer to Note 1) Turtle Wax (paste) Turtle Wax. (Inc.

it must be washed and waxed more frequently to assure adequate protection. liquids. Wash them with mild soap and water. laps. Special care should be taken to seal around rivet heads and skin . the painted surfaces can be kept bright by washing with water and mild soap. t s susceptible to corrosion . and be sure to wipe off all solvent before it dries. followed by a rinse with water and drying with cloths or a chamois. using Form Tech AC cleaner or naphtha to remove stubborn grease. Your Cessna Service Station has the proper material and knowledge how to do this correctly. Do not scrub the boots. care should be taken to . i . solvent. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used. To seal any minor surface chips or scratches and protect against corrosion. Boots with loosened edges or small tears should be repaired. However. Reapplication of wax will generally be necessary after cleaning with soap solutions or after chemical deiCing operations. Isopropyl alcohol will satisfactorily remove ice accumulations without damaging the paint.stubborn oil and grease with · a cloth moistened with Stoddard t. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) Generally. the airplane should be waxed regularly. keep the isopropyl alcohol away from the windshield and cabin windows since it will attack the plastic and may cause it to craze. If the airplane is operated in a seacoast or other salt water environment.SECTION 8 HANDLING. STABILIZER ABRASION BOOT CARE If the airplane is equipped with stabilizer abrasion boots. ( 8-42 1 April 1998 For Training Purposes Only . . protect the painted surfaces du ring ice removal with chemical \. When the airplane is parked outside in cold climates and it is necessary to remove ice before flight. keep them clean and free from oil and grease which can swell the rubber. . A heavier coating of wax on the leading edges of the wings and tail and on the cowl nose cap and propel/er spinner will help reduce the abrasion encountered in these areas. with a good automotive wax applied in accordance with the manufacturer's instructions. which are the areas mO. Remove .

( ( ( A CAUTION Use only the following cleaning boots. Outlined below are recommended cleaning and servicing procedures. The wing. ( ( ( Instructions when Instructions whIch liquids (MEK. then apply a coating of Age Master No. Keep the boots clean and free from oil.iY" 2. To prolong the life of deice boots. 1 April 1998 For Training Purposes Only 8-43 . wing strut and stabilizer deice boots are electricallyconductive through all plies and the edge sealer to bleed off static charges which cause radio interference and may perforate the boots. they should be washed and serviced on a regular basis. (~-'!! ~.'" ( ( .) which material. NOTE Isopropyl alcohol or toluene can be used to remove grime which can not be' removed using soap. then rinse thoroughly with clean water. noncan harm the boot ( ( (- Clean boots with mild soap and water. Disregard recommend petroleum base leaded gasoline. Allow the boots to dry. Fueling and other servicing operations should be done carefully to avoid damaging or tearing the boots. wash area with mild soap and water. with clean water. 1 to the boots in accordance with application instructions on the container.( ( CESSNA MODEL 208 (675 SHP) ( ( SECTION 8 HANDLING.--' . If isopropyl alcohol or toluene is used for cleaning. etc. SERVICE & MAINTENANCE DEICE/ANTI-ICE BOOT CARE { \ <"". ( ( ( ( A CAUTION Temperature of water for cleaning de-Ice/antl-Ice boots shall not exceed 140°F. then rinse thoroughly . grease and other solvents which cause rubber to swell and deteriorate. 1.

has the proper materials and knowledge how to do this correctly. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) A CAUTION Do not apply Age Master No. NOTE Age Master No. 1 is beneficial for its ozone and weather resistance features. and protect adjacent surfaces from overspray.adhesion. Age Master No. J A CAUTION ( ICEX II contains Silicone. which lessens paint . Small tears and abrasions on pneumatic de-ice boots can be repaired temporarily without removing the boots and the conductive edge sealer can be renewed. 1 apply a coating of ICEX II to the boots in accordance with application instructions on the ICEX IIcontainer.( 8-44 For Training Purposes Only 1 April 1998 . 1 and ICEX II coatings last approximately 50 hours on the wing and stabilizer de-ice boots and 150 hours on propeller anti-ice boots. Your Cessna Service Station . After the boots have been treated with Age Master No. 1 to boots treated with BFG Resurfacing Kit 74-451-L. 80th Age Master No. since overspray of ICEX U will make touch-up painting almost Impossible. 1 and ICEX II are distributed by the BFGoodrich Company.. NOTE ICEX 1/ may be beneficial as an ice adhesion depressant. ' ( f( '".. Use care when applying ICEX II. 3.SECTION 8 HANDLING.

( ( ( ( ( ( ( ( ( ( . corrosion pits.c' ( ( ( ( " &~ 1 April 1998 For Training Purposes Only 8-45 .13-1 A. replacem~nt is required . etc. and the propeller spinner for condition and security. the anti-ice boots for security. Damaged or blistered paint should be repainted. Large nicks or scratches or other damage involving such things as bent blades.g. gouges. Alodine) and repainted as necessary. check the blades for nicks. etc. minimize corrosion and assure a longer blade life. should be corrected by an FAA approved propeller repair station. balance. \ . During the preflight inspection. After filing and polishing. blade have been exceeded. diameter reduction. The area should then be reprotected by localized application of chemical film per MIL-C-5541 (e. However. the propeller hub for evidence of grease and oil leaks. the appropriate McCauley Service Manual should be consulted to determine if minimum allowable blade width and thickness limits If these limits are exceeded. the damaged area should be inspected by the dye penetrant method to verify that all damage has been removed and the blade is not cracked. whenever a significant amount of metal 'is removed. Repair of small nicks and scratches may be performed by qualified mechanics in accordance with procedures specified in FAA Advisory Circular 43.( ( CESSNA MODEL 208 (675 SHP) ~ANDL1NG. scratches. Waxing the blades with an automotive type paste wax on a regular basis will further minimize corrosion. SECTION 8 SERVICE & MAINTENANCE ( ( ( ( PROPELLER CARE " Always conduct a 'preflight inspection and occasionally wipe the blades i with a cloth dampened with oil to clean off grass and bug stains.. or in the case of previously reworked blades which may be at or near minimum width and thickness limits.

When the wash is performed solely to remove salt deposits. using a suitable solvent. Before spray cleaning. either of the two wash methods can be used to remove salt or dirt and other baked on depOSits which accumulate over a period of time and cause engine performance deterioration.SECTION 8 HANDLING. 8-46 1 April 1998 . Depending on the nature of the operating environment and the type of deposits in the engine gas path.affected by the solvent. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) ENGINE CARE ENGINE EXTERIOR/COMPARTMENT CLEANING The engine exterior and compartment may be cleaned. Refer to the · Maintenance Manual for proper lubrication · of controls and components after erigine cleaning. Most efficient cleaning is done using a spray-type cleaner. compressor wash ring is installed · on the top of the engine adjacent to the induction air inlet screen to facilitate this maintenance program. increased service life of hot section parts accruing from instituting a regular · A compressor wash program cannot be overemphasized. it is known as a "desalination" wash. Compressor washes can be performed by either motoring the { engine with the starter or running the engine. ensure that protection is afforded for components which might be adversely . ENGINE COMPRESSOR WASH The benefits of performance improvements and . For Training Purposes Only .

The quality of ·the water used is also important. but demineralized water only is recommended for a running wash. the frequency. Operating environment determines the nature of the wash. If operating in a continuously salt laden environment. a motoring wash is recommended for light soil and multiple motoring or a running wash is suggested for heavy soil. is injected at different pressure. recommended quantity and application equipment can be found in Pratt & Whitney Aircraft Gas Turbine Operation Information Letter No. however. ( ( 1 April 1998 8-47 For Tr~ining Purposes Only . depending on the wash method being conducted. A number of cleaning agents are recommended for addition to water to form the cleaning solution used for compressor wash. a desalination wash. performance is known as a "performance recovery" wash.leaning solution in various proportions. mixture formulation. A motoring wash is conducted at a gas generator RPM of 14-25%.( ( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. any drinking quality water is permissible for a motoring wash. is recommended following the last flight of the day by means of the laden environments may motoring method. dependent on ambient temperature. Detailed information concerning the cleaning mixture components. the running wash is carried out at an Ng of approximately 60% (23. Occasionally salt necessitate a desalination wash each week using the motoring method. The water or cleaning mixture and rinsing solution. In these general environments. Depending on the prevalent ambient temperature. and wash method recommended. The mixture proportion of all the cleaning agents is not identical. Less severe and more general oper~ting environments are not as conducive to rapid deposit buildup but eventually can contribute to performance deterioration and necessitate a performance recovery wash at intervals of 100-200 hours.000 RPM).7. ( ( ( ( ( ( & CAUTION Always observe engine starting cycle limits when conducting motoring wash procedures. aviation kerosene and methanol must be added to the c. SERVICE & MAINTENANCE ( \ ( ( A wash performed to remove baked on deposits to improve engine .

Volatile solvents. Use a water/methanol solution at ambient temperatures below + 2°C (36 OF). With this method. headliner. This technique will facilitate the removal of . control wheel. Stubborn dirt can be wiped off with a cloth moistened in clean water. will remove grease. such as mentioned in paragraphs on care of the windshield. Compressor turbine blade washing is accomplished using water of drinking quality (potable) only at ambient temperatures of +2°C (36°F) and above. has developed a procedure for performing a compressor turbine blade motoring wash. cargo doors. the sidewalls. Dust and · loose dirt should be picked up with a vacuum cleaner. contaminants from the : compressor turbine blade airfoil surfaces. and control knobs need only be wiped off with a damp cloth. INTERIOR CARE The instrument panel. The soap should be removed with a clean damp cloth. and overhead in the cargo area are not easily soiled or stained. of engine wash does not replace the need for a normal engine compressor wash for performance recovery or desalination purposes. and floor covering in the crew area of both versions and the rear cabin headliner and sidewalls of the Passenger Version need only be wiped off with a damp cloth. must never be used since they soften and craze the plastic. used sparingly. Mild soap suds. This serves as an aid for obtaining optimum blade service life. door panels. Consult the Engine Maintenance Manual for solution strength according to ambient temperature and review Special Instruction P & WC: 4-84 for washing procedures and limitations. 8-48 For Training Purposes Only 1 April 1998 . The plastiC trim. thereby minimizing sulphidation attack of these surfaces.SECTION 8 HANDLING. Oil and grease on the control wheel and control knobs can be removed with a cl01h moistened with Stoddard solvent. SERVICE & MAINTENANCE COMPRESSOR TURBINE BLADE WASH CESSNA MODEL 208 (675 SHP) Pratt & Whitney Canada Inc. a water or water/methanol solution is injected directly into the combustion chamber by way of a special spray tube which is installed in one of the igniter plug ports. This method. In Cargo VerSions.

The ·expected period of inactivity should be established and 'reference made to the Engine Preservation Schedule. then spot. Scrape off 'sticky materials with a dull knife. read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Oily spots on the seats may be cleaned with household spot removers. The procedure to . clean the area. To minimize wetting the fabric. Never saturate the fabric with a volatile solvent. refer to the airplane Maintenance Manual for proper storage procedures. To remove dust and loose dirt from seating upholstery..clean the seats regularly with a vacuum cleaner. The preservation carried out should be recorded in the engine maintenance record and on tags secured to the engine. A cloth moistened with water will aid in removing heavy soil. it may damage the padding and backing materials. SERVICE & MAINTENANCE ( The protective plywood floor . ( ( ( ( ( (~-. PROLONGED OUT-Of-SERVICE CARE ( { ( ( Prolonged out-of-service care applies to all airplanes which will not be flown for an indefinite period (less than 60 days) but which are to be kept ready to fly with the least possible preparation. Don't pat the spot. The following preservation schedule lists procedures to be followed : 8-49 1 April 1998 For Training Purposes Only . Before using any solvent. panels (if installed) and aft bulkhead covering in the cargo area should be vacuum cleaned to remove dust and dirt. L!sed sparingly. used according to the manufacturer's instructions. Continue blotting until no more liquid is taken up. be followed for preservation of an engine in service depends on the period of inactivity and whether or not the engine may be rotated during the inactive period.) Soiled seating upholstery may be cleaned with foam type detergent. Blot up any spilled liquid on the seats promptly with cleansing tissue or rags. press the blotting material firmly ' and hold it for several seconds. Do not use excessive amounts of water which would deteriorate the protective floor panels. The Maintenance Manual provides amplification for the following procedures: 1. If the airplane is to be stored temporarily.CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. keep the foam as dryas possible and remove it with a vacuum cleaner. ~r indefinitely.

91 Days and Over -. Suitable windows must be provided in the exhaust / closure to facilitate observation of the humidity [. b. Keep the fuel tanks full to minimize condensation in the tanks. ( ( 2. 8 to 28 Days -~ An engine inactive for up to 28 days requires no preservation provided all engine openings are sealed off and relative humidity in the engine is maintained at less than 40 percent. 8-50 For Training Purposes Only 1 April 1998 . with no preservation protection. Humidity control is maintained by placing desiccant bags and a humidity indicator on wooden racks in the engine exhaust duct.An engine inactive over 90 days in the airframe or removed for long term storage in a container. and install the two engine inlet covers. d. in addition to the 29 to 90 day procedure. humidity is not excessively high. have the engine oil drained and unused accessory drive pads sprayed. Dirt particles deposited on blades and vanes during engine operation will adhere and alter the airfoil shape. 29 to 90 Days -.The engine may be left in an inactive state. install the propeller anchor over a blade of the propeller and secure the strap around the nose gear or to the bracket located on the lower right hand cowl. 0 to 7 Days -. engine openings covered. a. provided the engine is sheltered. c. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) A CAUTION UNDER NO CIRCUMSTANCES should preservative oil be sprayed Into the compressor or exhaust ports of the engine. and desiccant bags and humidity indicators installed. ' . need only have the fuel system preserved. but less than 91 days. Cover all other openings to prevent entry of foreign objects. indicators.An engine inactive for a period exceeding 28 days. 3. and the engine is not subjected to extreme temperature changes that would produce condensation. To prevent the propeller from windmilling. adversely affecting compressor efficiency. Place a cover over the pitot tube.SECTION 8 HANDLING. must.

do not set the parking brake if a long period of inactivity is anticipated as brake seizing can result Every two weeks. Refer to Fuel Additive in this section for minimum allowable additive ' concentrations. Prolonged storage of the airplane will result in a water buildup in the fuel which "leaches out" the fuel additive. Mark the tires with tape to ensure the tires are placed approximately 90 0 from their previous position. disconnect the battery. ( ( ( If the airplane will be out of service for 5 days or more. SERVICE & MAINTENANCE 4. An indication of this is when an excessive amount of water accumulates at the fuel drain paints. refer to the Maintenance Manual for this airplane. tie-down the airplane in accordance with the proc. defective light bulbs during flight without tools. ( 6. dure in this section. Chock the e nose and main wheels. However. For a listing of other bulb requirements and specific tools needed. ( ( ( 8 March 1999 For Training Purposes Only 8-51 . check it regularly for state of charge." BULB REPLACEMENT DURING FLIGHT Figure 8-6 provides instructions to aid the pilot in the replacement of. ( ( ( 5. 7.CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. it should be removed and serviced regularly to prevent discharge. If the battery is removed from the airplane. an identical bulb which is found to be available from other lights listed herein can be substituted for the defective bulb. If the battery is left in the airplane. move the airplane to prevent flat areas on the tires. . If .the airplane is stored outside. Drain all fuel drain points every 30 days and check for water accumulation. ( ".-" ( ( . if a spare bulb is not available. It is suggested that spare bulbs be stored in the map compartment.

and.. then push straight up and rotate bulb clockwise as far as possible. then pull bulb straight. i 2685)(10. ' limit of its hinged retain~~andallow it to rotate 90 degrees down. Pull assemblyout'to.SECTION 8 HANDLING. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) ( ( ANNUNCIATOR PANEL LIGHTS Push In on' face of light asser:nbIY~nd a. push straight up and turn counterclockwise as far as possible. Lift ' defective bulb out of assembly and replace with MS25237-327 bulb (MS252378918 14-volt bulb in ' lGNITION ON ' light assembly only). POST LIGHTS 'Grasp lens cap and pull straight out from socket. I CONTROL WHEEL MAP LIGHT Grasp rim of bulb. remains sufficiently illuminated with one bulb defective. Replace with 24RB bulb. NOTE Each light assembly contains two bulbs. align pins on bulb with slots in socket.lIow assembly to pop OU\.4B \ ( I 8-52 Figure a-6. Rotate light assembly upward into position and press into place. if necessary. To install new bulb in socket. Replace cap in socket and rotate cap to direct light in desired direction.. Bulb Replacement 8 March 1998 For Training Purposes Only . Pull bulb from cap and replace with MS25237-327 bulb. Retainer will keep light assembly suspended in this position. down and out of socket.

Limitations contained In the following supplements are FAA approved. Information in this section will assist In that familiarization . but could provide a basis for analyzing system malfunctions in case of an emergency Is encountered. Each supplement contains a brief description. and performance.and when applicable.. • 1 April 1998 For Training Purposes Only 9-1 . j\WARNING • Complete familiarity with the airplane and Its systems will not only Increase the pilot's proficiency and ensure optimum · operation. The responsible pilot will want to be prepared to make proper and precise responses In every situation. emergency and normal procedures.CESSNA MODEL 208 (675 SHP) SECTION 9 SUPPLEMENTS SUPPLEMENTS INTRODUCTION This section consists of a series of supplements. Observance of these operating limitations is required by Federal Aviation Regulations. each covering a single system which may be installed in the airplane. ) Operators should refer to each supplement to ensure that all limitations and procedures appropriate for their airplane are :- observed. operating limitations.

Refer to the . A Log of Approved Supplements is provided for convenience only beginning on page Log-1 . ( following example: ( 01352 . and may be discarded.. . This log is a numeriCal list of all the individually approved supplements and their revisions published for this airplane.04 TT Revision level of Supplemenl Supplement Number L-_ _ _ _ _ Manual Supplement Applies To f\ .SECTION 9 SUPPLEMENTS CESSNA MODEL 208 (675 SHP) NOTE Some supplements contain references to equipment manufacturers pilot's manuals which are supplied with the airplane at the time of delivery from the factory. I Supplements for installed optional equipment must be maintained to the latest supplement revision. These vendor manuals contain a user registration form or instructions for obtaining future revisions or changes. 9-2 For Training Purposes Only 15 November 2000 . Supplements for optional equipment not installed in the airplane do not have to be retained in the basic manual. . or whenever equipment is installed after delivery. S1-1). ( Each signed supplement contains its own Log of Effective Pages.81.. A~ditionally. if desired. These manuals must be kept up-to-date with the latest revisions issued by the publisher. the part number of the supplement provides information on ·the revision level.. . and each supplement page number includes an "S" and the supplement number (Le. An installed equipment column is provided in the log to allow owners to mark which supplements apply to their airplane.. .

Astro Tech LC-2 Electric Elevator Trim Sys1em DELETED Fuel Totalizer System Inflight Openable Cargo Door RESERVED Oxygen System (2-Port) REVISION EQUIPMENT NUMBER INSTALLED 3 . 0 0 0 0 ( ( ( ( ( ~ 04 05 ( ( ( ( ( ( 06 0 07 08 0 0 0 0 0 09 10 11 12 13 14 15 16 ( o o o D1352-22-13Sl 6 January 2004 For Training Purposes Only Log-1 . SOME CHANGES MAY HAVE OCCURRED. AND THE LATEST ISSUED "LOG OF APPROVED SUPPLEMENTS".( CESSNA SECTION 9 ( ( ( MODEL 208 (675 SHP) SUPPLEMENTS LOG OF APPROVED SUPPLEMENTS ( NOTE IT IS THE AIRPLANE OWNER'S RESPONSIBILITY TO ASSURE THAT THEY HAVE THE LATEST REVISION TO EACH SUPPLEMENT OF A PILOT'S OPERATING HANDBOOK. FAX (316) 942-9006. HOWEVER. THE LOG OF APPROVED SUPPLEMENTS FURNISHED WITH THIS REVISION WAS THE LATEST VERSION AS OF THE DATE IT WAS SHIPPED BY CESSNA. AND THE OWNER SHOULD VERIFY THIS IS THE LATEST. SUPPLEMENT NUMBER 01 02 03 t~-· · · ( ( ( ( ( ( NAME Known Icing Equipment Emergency Locator Transmitter (ELT) (Socata ELT 90) (French) Bendix/King Digital ADF (Type KR-87 with KI 227-01 Indicator) Bendix/King Dual Digital ADF (Type KR-87 with KI 228-01 Indicator) Bendix/King KCS~55A Slaved Compass System with KI-525A HSI Indicator Northern Airborne Technology NPX138 FM Transceiver Air Conditioning System Cargo Doors Removed Kit · Cargo Pod Digital Clock. MOST UP-TO-DATE VERSION BY REFERRING TO THE LATEST CESSNA PROPELLER AIRCRAFT REVISION STATUS CHECKLIST OR BY CONTACTING CESSNA PROPELLER PRODUCT SUPPORT: TELEPHONE (316) 5175800.

SECTION 9 SUPPLEMENTS CESSNA .. ( ( ( ( 2 0 0 0 24 ( 25 26 27 t ( 28 29 ( 0 30 31 32 33 34 0 0 ( ( 0 ( ( ( 35 0 ( Log-2 For Training Purposes Only 6 January 2004 . MODEL 208 (67~ SHP) . ( ( ( LOG OF APPROVED SUPPLEMENTS SUPPLEMENT NUMBER 17 18 19 20 21 22 23 NAME Oxygen System (10-Port) Propeller Anti-Ice System Rudder Gust lock (Aero Twin) Standby Electrical System Ventilation Fan System Windshield Anti-Ice System Pointer Model 3000-111 Model 4000-11 Emergency locator Transmitter (ElT) Bendix/King GPS Navigation System (Type KLN 89B) Bendix/King Audio Control System (Type KMA-24) Bendix/King Flight Control System (Type KFC-1S0) Bendix/King Audio Control System (Type KMA-24H-70) and Optional PA (Passenger Address) System RESERVED Bendix/King Digital ADF (Type KR-B7) with KI-227 Indicator or KI-229 Optional RMI Bendix/King DME (Type KN-63) Bendix/King HF Transceiver (Type KHF-950) Bendix/King Marker Beacon (Type KR-21) Bendix/King Nav/Com (Type KX-165) with Optional Integral Glide Slope Bendix/King Radar Altimeter (Type KRA-10A) Bendix/King Radio Magnetic Indicator (Type KI-229) 0 \..' ....- ( ( f REVISION EQUIPMENT NUMBER INSTALLED 0 0 0 3 0 0 ( .

". . :.( ( ( .. .) 49 50 6 January 2004 Log-3 For Training Purposes Only ..000 Feet Pressure Altitude) BFGoodrich SkywatchSKY497 Traffic Advisory System BFGoodrlch Stormscope WX-1000+/1000E Weather Mapping System Arctic Diesel Fuel 300-Amp Starter/Generator Installation Takeoff Procedures for European Airports with Noise Limitations Bendix/King Flight Control System (Type KFC-225) RESERVED Bendix/King KLN 94 GPS Navigation System REVISION EQUIPMENT NUMBER INSTALLED 0 ( ( ( 38 39 40 0 0 41 0 ( ( ( [-- \ ..-r . 42 ( 43 ( ( 44 0 ( 45 0 0 0 0 ( 46 47 48 ( : .... CESSNA MODEL 208 (675 SHP) SECTION 9 SUPPLEMENTS LOG OF APPROVED SUPPLEMENTS I ( SUPPLEMENT NUMBER 36 37 NAME Bendix/King Radio Magnetic Indicator (Type KNI-582) Bendix/King Mode S Transponder (Type KT-70and KT-71) and Encoding Altimeter (Type KEA-130 or Type 5035P·P45) Bendix/King Digital Weather Radar System (Type ADR 2000) Airplanes Certified to Russian Configuration Bendix/King GPS Navigation System (Type KLN 89B) Interfaced with the KNI582 RMI Bendix/King (AlliedSignal) StandAlone .VFR Only GPSNavigation System (Type KlN 89B with Software level 02102) High Altitude Takeoff and landing Performance (Above 12.: ' I.' .

'- 69 Log-4 For Training Purposes Only 6 January 2004 ..:.:.(GA·EGPWS) RESERVED Garmin GNS 530 or GNS 430 Navigation/Communication System Bendix/King KMD 850 Multi-Function Display BFGoodrich Stormscope WX-500 Weather Mapping System Fairchild F1000 Flight Data Recorder Dual HSI and FDI with Bendix/King KFC-225 Autopilot Fairchild FA2100 Cockpit Voice Recorder Bendix/King KI 825 Electronic Horizontal Situation Indicator Honeywell KMH 880 Integrated Hazard Awareness System (I HAS) Honeywell KTA 870 Traffic Advisory System (TAS) 2-Port Oxygen System Honeywell KDR 510 Flight Information Services (FIS) Garmin GTX 330 Transponder 0 0 0 0 REVISION EQUIPMENT NUMBER INSTALLED 0 0 0 0 2 57 58 59 60 61 62 63 0 0 0 0 0 0 0 I 64 65 66 67 68 I \~.SECTION 9 SUPPLEMENTS CESSNA MODEL 208(675 SHP) LOG OF APPROVED SUPPLEMENTS SUPPLEMENT NUMBER 51 52 53 54 55 56 NAME Airplanes Certified to China AAD-CAAC Configuration Artex 406 Three Frequency Emergency locator Transmitter (El T) Airplanes without Vacuum Powered Gyros Garmin GMA 340 Audio Panel Garmin GTX 327 Transponder Bendix/King KGP 560 General Aviation· Enhanced Ground Proximity Warning System ..

.( ( CESSNA MODEL 208 (675 SHP) SECTION 9 SUPPLEMENTS ( ( . .J t \.:. o o o ( ( 72 I ( ( \ ( ( ( . .S. ( ~­ .. - ( ( ( f 6 January 2004 For Training Purposes Only Log-5/(Log-6 ) .LOG OF APPROVED SUPPLEMENTS { ( SUPPLEMENT NUMBER 70 71 NAME Bendix/King KRA·405B Radar Altimeter U. Registered Airplanes with Requirements for British (CM) Certification Altair Avionics Corporation ADAS+ Engine Trend Monitor REVISION EQUIPMENT NUMBER INSTALLED \.

( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( For Training Purposes Only .

USA D1352·81·03 1 APRIL 1998 REVISION 3 • 25 JUNE 2001 S1-1 ForTraining Purposes Only .1998 ( ( Wendell W . ( ( ( APPROVED B!imu(dfJ/:~ee~' € 7 APR11..( ( ( ( ( ( ( A Textron Company CeSSriii ~ ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 208 (675 SHP) SUPPLEMENT 1 ( ( ( \ ( KNOWN ICING EQUIPMENT SERIAL NO.07 COPYRiGHT . KANSAS. supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the flight into known icing equipment package is installed. ( ( ( ( ( This. REGISTRATION NO. 199B CESSNA AIRCRAFT COMPANY o Member of GAMA WICHITA. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( C ":'.

. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.S1 MODEL 208 (675 SHP) KNOWN ICING EQUIPMENT POH SUPPLEMENT ( ( ( SUPPLEMENT 1 KNOWN ICING EQUIPMENT Use the Log of Effective Pages to determine the current status of this i. supplement. * • S1 -1 thru S1-3 S1 -4 S1-5 thru S1 -24 S1-25/S1-26 DATE 25 June 2001 1 April 1998 25 June 2001 25 June 2001 REVISION NO. ( ( 3 0 3 3 ( ( APPROVED BY ( S1-2 For Training Purposes Only 25 June 2001 . Revision Level Date of Issue 1 April 1998 8 September 1999 12 October 2000 25 June 2001 ( ( ( ( o (Original) Revision 1 Revision 2 Revision 3 ( ( LOG OF EFFECTIVE PAGES ( PAGE • .

. and a standby electrical system. wing strut. Flight in these conditions must be avoided. which (1) exceed the .KNOWN ICING EQUIPMENT POH SUPPLEMENT ( ( 51 . immediate action should be taken to leave these conditions before airplane performance is degraded to a point where a climb. all icing conditions that may be encountered (e. pilots are advised to be prepared to divert the flight promptly if hazardous ice accumulations occur. These conditions do not include. deice pressure annunciator. mixed conditions or conditions defined as severe). may not be achievable due to the residual ice buildup. and a low airspeed advisory system.capabilities of the airplane's ice protection equipment. As used in this supplement. however. freezi!Jg drizzle. freezing . detachable electric windshield anti-Ice panel. A light is provided that illuminates the LH inboard wing to aid in visually detecting ice accumulation during night operations. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( I 25 June 2001 81-3 For Training Purposes Only . pitot/static heat system. horizontal and vertical stabilizer leading edges. NOTE Whenever icing conditions are encountered. Mixed ice formations have characteristics of both rime and clear ice to some extent.g. The wing. Some airplanes may also be equipped with a windshield ice detector light. main landing gear legs and cargo pod nose cap (if installed). Clear ice formation is translucentlike ice that forms a double horn type shape with horns protruding above and below the wing airfoil leading edge. landing gear. rime ice formation is opaque "milky" like ice that roughly conforms to the wing airfoil shape. The known icing equipment will not provide complete protection for continuous operation in extremely wide-spread areas of heavy cloud freezing moisture content. MODEL 208 (675 8HP) SUPPLEMENT KNOWN ICING EQUIPMENT SECTION 1 GENERAL The flight into known icing equipment package allows flight penetration of icing conditions as defined by FAR Part 25 envelopes for continuous maximum and intermittent maximum icing. Some icing conditions not defined in FAR Part 25 have the potential of producing hazardous ice accumulations. The flight into known icing equipment package includes pneumatic deicing boots on the wings and wing struts. and/or (2) create unacceptable airplane performance. rain. electrically-heated propeller blade anti-ice boots. Flight into icing conditions which are outside the FAR defined conditions is not specifically prohibited. cargo pod and stabilizer deice system includes a. nor were tests conducted in. which is normally the best action to take.

cargo pod nosecap and horizontal and vertical stabilizers is designed to remove ice after accumulation in flight rather than prevent ice formation. a pressure indicator light in' the annunciator panel. a system switch and circuit breaker. snow. aircraft performance will be . main landing gear legs. and fuel vents prior to takeoff. it will activate one deicing cycle. causing erratic operation of a sequence of a cycle. three flow control valves and pressure switches. pitot-static system ports. In the event of a malfunction in the timer. vacuum is removed and pressure is applied to inflate the boots. landing gear. the switch can be held momentarily in the MANUAL (lower) position to achieve simultaneous inflation of all the deice boots. snow or frost accumulations on a parked airplane sufficiently enough to ensure a safe takeoff or subsequent flight. wing struts. approved deicing fluids) must be used to ensure that all wing. propeller. labeled BOOT PRESS. Controls for the normal operation of the deicing system consist of a . WING. Ice on the boots will then be removed by normal in flight air forces. Normally. If necessary. the system can be stopped at any point in the cycle (deflating the boots) by pulling the circuit breaker labeled DE-ICE BOOT. cargo pod. CARGO POD NOSECAPAND STABILIZER DEICE BOOTS The pneumatic deice boot system installed on the leading edges of the wings. an annunciator. engine intakes. Each time a cycle is desired. tail. the boots expand and contract. The system components include the pressure line which leads from the engine bleed air system pressure regulator to the vacuum eJector used in the airplane vacuum system. WING STRUT. The switch is off when placed in the middle position. using pressure from the engine bleed · air system to the flow control valves when they are closed or vacuum created by the dumping action of the flow control valves when they are open. a timer. on the deice/anti-ice switch panel. and frost accumulations. wing strut. vacuum is applied to all boots to hold them against the leadirig edge surfaces. MAIN LANDING GEAR LEG. When the switch is placed in the AUTO (upper) position and released. 51-4 For Training Purposes Only 1 April 199B . and a "pull-off" type circuit breaker on the left sidewall circuit breaker panel. and windshield surfaces and the fuel vents are free of ice. ( A WARNING If these requirements are not accomplished.S1 MODEL 208 (675 SHP) KNOWN ICING EQUIPMENT POH SUPPLEMENT ( ( The inflight ice protection equipment is not designed to rernove ice. the switch must be pushed to the AUTO position and released. and the supply lines and pneumatically-operated surface deice boots. In operation. threeposition toggle switch. degraded to a point where a safe takeoff and climbout may not be possible. Other means (such as a heated hangar or . When a deicing cycle is initiated. and that there are no internal accumulations of · ice or debris in the control surfaces. control.

The system is operated by a three-position toggle switch. if the vibration continues longer than 30 seconds. conds ON and 90 seconds OFF. This 90 second cycle allows ice to buildup on the propeller boots. on the DE-ICE/ANTI-ICE switch panel. the boots will inflate according to the following sequence: first the horizontal and vertical stabilizer boots will inflate for approximately six seconds. The absence of illumination during anyone of the three sequences of a cycle indicates insufficient pressure for proper boot inflation and effective deicing ability. then the inboard wing. and icing conditions should be avoided. If the vibration continues. PROPELLER ANTI-ICE BOOTS ( ( ( ( ( ( ( ( ( (' The propeller anti-ice system provides protection for the propeller blade surfaces when icing conditions are encountered. should illuminate initially within approximately three seconds after initiating a cycle and remain on approximately three additional seconds to the end of the first sequence. a slight propeller vibration occurring at the start of the propeller anti-ice ON cycle and lasting 20-30 seconds is considered norma!. electric current flows to an anti-ice timer which cycles the current Simultaneously to the heating elements in the anti-ice boots on the three propeller blades in intervals of 90 s. Due to the propeller blade ice shedding characteristics. The system may be recycled six seconds after the completion of a cycle. labeled DE·ICE PRESSURE.KNOWN ICING EQUIPMENT POH SUPPLEMENT S1 MODEL 208 (675 SHP) During a normal deicing cycle. then sheds it during the ON cycle. When the switch is placed in the AUTO (upper) position. the annunciator will remain off during pressure buildup for about three seconds and then illuminate for about three seconds. or is perceived by the pilot as being excessive. if necessary. any deviation from the sequence described above could indicate a malfunction of some other portion of the system. Additionally. refer to the Propeller Anti-Ice System Malfunction checklist in Section 3 of this supplement. annunciator. exercising the propeller control lever and returning it to MAX position will shed the remaining ice on the blades. followed by the outboard wing boots and wing strut boots for another six seconds. Through each of the remaining two sequences of the cycle. ( ( ( ( ( 25 June 2001 81-5 For Training Purposes Only . main landing gear leg and cargo pod nosecap boots inflate for the next six seconds. The total time required for one cycle is approximately 18 seconds.1 However. The pressure indicator . The anti·ice timer will e reset when the anti-ice switch is placed in the OFF position. labeled PROP.

In the event of a malfunction in the anti-ice timer. ' WINDSHIELD ANTI-ICE PANEL ( ( ( ( ( I The windshield anti-ice system assures adequate visibility for a landing during ( flight conditions where ice may form on the windshield. padded cover is provided for protection against scratches. A failure of this switch will be undetected unless the ammeter is monitored continuously. Some aircraft are equipped with a large sized windshield anti-ice panel. labeled W/S on the de( ice/anti-ice switch panel. The system is protected by two "pull-off" type circuit breakers. operating. This buildup of runback ice may cause a loss in propeller efficiency which reduces airplane performance. ( labeled WINDSHIELD ANTI-ICE. Windshield antiicing is controlled by a three-position toggle switch. electrically heated. breakage. the same cycling that occurs when the switCh is in the AUTO position. near the upper left corner of the instrument ' panel. control circuit breaker labeled PROP ANTI-ICE CONT and a heater circuit breaker labeled PROP ANTI-ICE.. a . Operation of the anti-ice system can be checked by monitoring an ammeter. turned on without the engine running . labeled PROP ANTI-ICE AMPS. An annunciator. When operating in the MANUAL (lower) switch position. --' ( S1-6 For Training Purposes Only 25 June 2001 .A quick disconnect feature utilizing a spring-loaded release pin is provided to facilitate ease of installation and removal. The switch is off when placed in the middle position. . and wiring damage. a (. The panel may be stowed in the airplane when ncit in use. the switch can be held for 90 seconds in the MANUAL (lower) position to achieve emergency propeller anti-icing.MODEL 208 (675 SHP) NOTE 51 KNOWN ICING EQUIPMENT POH SUPPLEMENT An oil-operated pressure switch installed in the electrical circuit is utilized to prevent the propeller anti-ice system from being .. A detachable. illuminates to indicate that the system is (. it is important to cycle the switch in intervals of 90 seconds ON and 90 seconds OFF. Both ' circuit breakers are located on the left sidewall switch and circuit breaker panel. Ice on the boots melts and runs back past the boots and refreezes. ( ( < ( A WARNING If the propeller anti-ice switch Is held In the MANUAL position wIthout beIng cycled every 90 seconds. . electric ( current regulated by a controller flows to the anti-ice panel to prevent the formation of ice in the protected segment of the windshield. Which contains two heat elements and is controlled ( by two three-position toggle switches labeled PRIMARY and SECONDARY. glass panel mounts to the base of the windshield in front of the pi/ot. When the switch(es) is(are) placed in the AUTO (upper) position.

labeled PITOT/STATIC HEAT. ( .. labeled RIGHT PITOT HEAT. . labeled PITOT/STATIC HEAT. and will only function in AUTO if the PRIMARY switch is in the AUTO position. The heated glass panel should be installed whenever icing conditions are a possibility on a proposed flight. a malfundion in the system controller circuitry. The system is protected by two "pull-off" type circuit breakers. I ( ( I ( ( -- . independent pitot-static system is included for operation of the right flight instruments only.. The system has a heated pitot-static tube on the leading edge of the right wing. The .( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT NOTE MODEL 208 (675 SHP) S1 ( The. on the deice/anti-ice switch panel. System components include heating elements in the left pitot-static tube. a two-position toggle switch. on the left sidewall switch and · circuit breaker panel. especially if the freezing level is near or at the surface.e anti-ice panel is protected by three "pull-off" type circuit breakers: a control circuit breaker labeled W/S ANTI-ICE CaNT and two heater circuit breakers labeled W/S ANTI-ICE PRIMARY and WIS ANTIICE SEC.. the elements in the pitot-static tube are heated electrically to maintain proper operation in icing conditions. a control circuit breaker labeled W/S ANTI-ICE CaNT and a heater circuit breaker labeled W/S ANTIICE. Both circuit breakers are located on the lett sidewall switch and circuit breaker panel. the switch (es) can be held in the Manual (lower) position to achieve windshield anti-icing. or when Ice forms aft of the curved sections on the windshield. a straight in or · precision approach should be given priority over a Circling non-precision approach_ PITOT·STATIC HEAT SYSTEMS ( ( ( ( A left pitot-static heat system is installed to assure proper airspeed indications in the event icing conditions are encountered.. . labeled LEFT PITOT HEAT. larg. Circuit protection is provided by a "pull-off" type circuit breaker. and a "pull-off" type circuit breaker. When the pltot-static heat switch is turned on. The heating elements in the right pitot-static tube are controlled by the two-position toggle switch. on the left sidewall switch and circuit breaker panel.. and the automatic controller is operative. Circuit breakers for the windshield anti-ice panel are located on the left sidewall switch and circuit breaker panel. on the delce/antiice panel. The switch(es) is(are) off when placed in th e middle position . ( ( ( A WARNING With heavy ice accumulations on the windshield. . The system is designed to prevent ice formation rather than remove it. A second. In the event of . 25 June 2001 I S1-7 For Training Purposes Only . once formed. SECONDARY heat element in the large windshield antiice panel is slaved to the temperature controller of the PRIMARY panel..

1 i I 81-8 • 25 June 2001 For Training Purposes Only . System monitoring is provided by two amber annunciators. a standby alternator contactor assembly on the left front side of the firewall and two switches on the left sidewall switch panel. which has 75-amp capacity rating.S1 MODEL 208 (675 SHP) STANDBY ELECTRICAL SYSTEM KNOWN ICING EQUIPMENT POH SUPPLEMENT ( ( The standby electrical system serves as a standby power source after starting in the event the main generator system malfunctions in flight. labeled STBY POWER. and a guarded two-position switch/breaker. can supply essential equipment when nonessential loads are eliminated. The guard covering the standby avionics power switch must be lifted in order to select the ON position. For airplanes equipped with the large windshield anti-ice panel turn the SECONDARY switch to OFF. ' The 'system also . ( ( ( A WARNING In the event of a generator system failure. The standby system switches are a two-position toggle-type switch . on the left sidewall circuit breaker panel.' alternator is belt-driven from an accessory pad on the rear of the engine. Any time the standby electrical system is turned on. This electrical load can be reduced to the standby electrical system capacity (75-amps) by turning off the following equipment: • • • All external lights.uit breaker in the main power relay box. The . Total amperage supplied from the standby electrical system can be monitored on the airplane volt/ammeter with the selector switch in the AL T position. as indicated by the ammeter with the BATT position selected or illumination of the red VOLTAGE LOW annunciator.includes an alternator control unit located forward of the circuit breaker panel. Autopilot and weather radar andlor enough other nonessential avionics and lights to prevent battery discharge. . Circuit protection and isolation is provided by two circuit breakers. labeled AVIONICS STBY PWR. The system includes an alternator operated at a 75-amp capacity rating. 2 circ. ' Field excitation to the alternator control unit is supplied through diode logic from a circuit breaker in the standby alternator relay assembly at the KEEP ALIVE No. In the annunciator panel. automatically be supplied to the main buses if system voltage drops. It Is possible to have an electrical load of approximately 110 amps. standby power will . labeled STBY ELECT PWR ON and STBY ELECT PWR INOP. the alternatordriven standby electrical system. During a night flight In icing conditions. labeled STBY PWR. the failed generator (TRIP).

This does not limit speeds for takeoff or approach phases of flight.9 edge-Iofuselage fairing to facilitate the detection of wing ice at night by lighting the . labeled WING LIGHT. on the left sidewall circuit breaker paneL The switch is springloaded to the OFF (lower) position and must be held in the ON (upper) position to keep the ice detector light illuminating. on the deice/anti-ice switch panel. For Training Purposes Only . " ( ( ( LOW AIRSPEED ADVISORY SYSTEM (Aircraft with large anti-ice panel) ( (' ( \. ( ( An advisory annunciator labeled BELOW 105 KIAS is located just above ' the annunciator panel. a two-position toggle-type switch. and a "pull-off" type circuit breaker..( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT MODEL 208 (675 SHP) 51 ( ( ( ( Ii . ENGINE INERTIAL SYSTEMS SEPARATOR AND HEATED STALL WARNING ( ( See Section 7 of the basic Pilot's Operating Handbook for descriptions of these standard/required equipment items.r WING ICE DETECTOR LIGHT An ice detector light is flush-mounted in the left wing leadin. The windshield ice detector light should not be relied on as the only means to detect ice. Components of the system include the ice detector light. labeled ICE DET LIGHT. WINDSHIELD ICE DETECTOR LIGHT (Aircraft with large anti·lce panel) A red Windshield Ice Detector Light is located on the lower inboard portion of the pilOt's windshield. This annunciator illuminates when the pitot heat switch is in the ON 'position and the airspeed is less than 105 knots . 25 June 2001 S1·9 . If the windshield is clear of ice. The light will illuminate as a reminder of the minimum speed of 105 KIAS during flight in icing conditions with the flaps up. the red circles will become more diffuse and the area of red light will increase. It is activated by moving the DAY/NIGHT switch to NIGHT. leading edge of the wing. distinct red circles will be present above the light. If the windshield is contaminated .

10. If installed. Cargo pod nosecap deice boot. 2. Propeller anti-ice boots. 9. this equipment must be fully operatio~al: 11. Pitot-static' tube heat system (left hand). Windshield anti-ice panel. conditions as defined by FAA 25. Standby electrical system. 12. Wing and wing strut leading edge deice boots. On later serial airplanes. Heated stall warning system (included equipment on standard airplane). ( airplanes by using optional accessory Kit AK208-6. 4. 3. this equipment may be included with the flight into known icing package. Horizontal stabilizer leading edge deice boots. Vertical stabilizer leading edge deice boots. ( The following additional equipment is not required for flight into icing (.MODEL 208 (675 SHP) • . but may be installed on early serial . 8. refer to Section 2 of the basic handbook for a complete listing of other required equipment. lee detector light. Engine inertial separator (required equipment on standard airplane). 7. In addition. S1 KNOWN ICING EQUIPMENT POH SUPPLEMENT SECTION 2 LIMITATIONS ( REQUIRED EQUIPMENT ( This airplane is approved for flight into icing conditions as defined by FAR Part 25 continuous maximum and maximum intermittent icing envelopes only if the following Cessna (drawing number 2601066) and FAA approved equipment is installed and is fully operational: 1. 6. Lower main landing gear leg leading edge deice boots. 181-10 For Training Purposes Only 25 June 2001 . 5.

FLAP SETTINGS FOR HOLDING IN ICING CONDITIONS When holding in icing conditions the flaps must be UP. which (1) exceed the capabilities of the airplane's ice protection equipment.g. or when ice forms aft of the curved sections on the windshield. · Flight in these conditions must be avoided. These conditions do not include. Appendix C. This may best be achieved by climbing . Flight into icing 'conditions which are outside the FAR defined conditions is not specifically prohibited. freezing rain. or operating at 4°C or less in visible moisture.( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT ENVIRONMENTAL CONDITIONS MODEL 208 (675 SHP) S1 ( ( \ ( ( ( ( Known icing conditions are defined by FAA Part 25. Maximum climb power with the flaps retracted should be used. Another indication is when ice forms aft of the protected surfaces of the wing struts. If these conditions are encountered. and/or (2) create unacceptable airplane performance. Inadvertent operation in these conditions may be detected by heavy ice accumulations on the windshield . pilots are advised to be prepared to divert the flight promptly if hazardous ice accumulations occur. all icing conditions that may be encountered (e. Near the compass (airplanes equipped with the large anti-ice panel) : OPERATION OF THE ANTI-ICE PANEL MAY CAUSE A COMPASS DEVIATION OF MORE THAN 10 DEGREES.conditions or conditions defined as severe).. AUTOPILOT OPERATION IN ICING CONDITIONS Autopilot operation is prohibited when operating in icing conditions which are outside the FAA defined conditions as stated in the Environmental Conditions paragraph above. mixed .to warmer air above the freezing rain or drizzle. however. PLACARDS The following placards must be installed in the airplane: 1. Some icing conditions not defined in FAA Part 25 have the potential of producing hazardous ice accumulations. This does not limit speeds for takeoff or approach phases of flight. Do Not Extend Flaps Beyond 20° for Landing. MINIMUM SPEED IN ICING CONDITIONS ( ( " ( 'i:. nor were tests conducted in. (Continued Next Page) 25 June 2001 For Training Purposes Only S1-11 . the pilot should take immediate action to leave these conditions._ ( ( Minimum speed during flight in iCing conditions with the flaps up is 105 KIAS. FLAP SETTINGS FOR LANDING IN ICING CONDITIONS ( ( ( ( With ice suspected on the airframe. freezing drizzle.

(ContinU~d): The markings and placards Installed In this airplane .NIGHT . Ignition Switch -. This airplane is certified for the .contain operating limitations which must be complied with when operating this airplane In the Normal Category. Engine Torque Indicator -. PLACARDS (Continued) The following placards must be installed in the airplane 2. approved. following flight operations as of date of original airworthiness certificate: DAY . 4. Inertial Separator Control -.ON.( . This airplane Is approved for flights Into Icing conditions If the proper optional equipment is installed and operational. . Other operating limitations which must be complied with when Operating this airplane In this category are contained In the Pllol's Operating Handbook and FAA Approved Airplane Flight Manual.MONITOR for proper operation by noting torque drop (typically 100 to 150 foot-pounds). 81 -12 For Training Purposes Only 25 June 2001 . In full view of the pilot: .VFR • IFR . No acrobatic maneuvers. including spins. I .BYPASS. If inertial separator fails to operate to the BYPASS mode: 3. 2.( SECTION 3 EMERGENCY PROCEDURES ENGINE INERTIAL SEPARATOR MALFUNCTION 1. Leave icing conditions as soon as possible.51 MODEL 208 (675 SHP) KNOWN ICING EQUIPMENT POH SUPPLEMENT .

CHECK in AUTO position. Cycle propeller control lever from MAX to MIN and back to MAX at frequent intervals to aid in ice shedding. ( ( ( ( (". 4. Leave Icing conditions as . Prop Anti-ice Switch -. If ammeter continuously indicates zero amps: a.EXERCISE."" . Propeller Control Lever -.MANUAL and hold for 90 seconds. The ammeter should indicate 20 to 24 amps for 90 seconds and then zero amps for 90 seconds. Prop Anti-ice Switch -.OFF. 2 : Prop Anti-ice and Prop Anti-Ice Control Circuit Breakers -. which reduces airplane performance. which requires that the switch be held In the lower position. This characteristic may be more pronounced with the Hartzell composite propeller. . Leave icing conditions as soon as possible. If zero amps indication still persists : ( c.soon as possible. . 3. ' . 5. Repeat procedure at 90-second intervals.. If the switch Is held In the MANUAL position without being cycled OFF every 90 seconds.CHECK for proper operation. Prop Anti-ice Switch -.( ( ( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT PROPELLER ANTI-ICE SYSTEM MALFUNCTION MODEL 208(675 SH P) 51 ( ( / '- If uneven anti-icing of the propeller blades is indicated by excessive vibration: \ ( ( ( 1. c. A WARNING When operating propeller anti-Ice system In the MANUAL mode. :.' ( ( 25 June 2001 For Training Purpos~s Only s1-131 ._ . runback Ice may build up on the propeller blades causing a loss in propeller efficiency. It Is Important to cycle the switch In Intervals of 90 seconds ON and 90 seconds OFF. . then return to MAX.PUSHED IN. ( ( ( ( If zero amps indication perSists: b. b. If ammeter reading is below the green arc indicating that the propeller blades may not be deiced uniformly: a. Prop AntHce Ammeter -.

Leave icing conditions as soon as possible using available nonvacuum powered instruments for attitude information. after leaving Icing conditions.CHECK. WING STRUT. MAIN LANDING GEAR LEG. 2. Suction Gage -. ( ( IS1-14 For Training Purposes Only 25 June 2001 . CARGO NOSECAPAND STABILIZER DEICE SYSTEM MALFUNCTIONS POD ICE REMAINS ON LEADING EDGES AND DEICE PRESSURE ANNUNCIATOR DOES NOT ILLUMINATE DURING ALL 3 SEQUENCES OF INFLATION CYCLE (Annunciator verified operational): NOTE. WING. The deice pressure annunciator should illuminate 3 times. engine roughness or vibration develops or persists that is not traceable to icing or another cause.PUSHED IN. 3. reduce propeller RPM to smoothest condition. approximately 3 seconds each time. the system must be left on for approximately three minutes. expect a broken engine bleed air Hne and: . This vibration may be more pronounced with the Hartzell composite propeller .S1 MODEL 208 (675 SHP) NOTE KNOWN ICING EQUIPMENT POH SUPPLEMENT ( • A slight propeller vibration occurring at the start of the propeller anti-ice ON cycle and lasting 20-30 seconds is due to propeller blade ice shedding characteristics and is considered normal. A CAUTION If. 1. during the 18-second cycle. • To check the heating elements and anti-ice timer for one complete cycle. If instrument vacuum is below normal and/or there is an audible leak in the forward cabin or left wing root area. and check the security of the anti-ice boots and leads as a possible cause. plan a landing at the nearest airport. Deice Boot Circuit Breaker -.

Leading Edges -. It Is Imperative that a safe airspeed be maintained. Do not retract the flaps once they have been extended. If the deice pressure annunciator does not illuminate or any of the leading edge boots do not inflate: 6.OBSERVE horizontal stabilizer. maximum continuous power and leave Icing conditions as soon as possible. 4. wing outboard and wing strut boots for any that may remain inflated. not to exceed 20°. Then retract flaps In Increments while maintaining 5 to 10 knots extra airspeed. unless required for goaround. If there are unshed ice accumulations along the wing. "~.MANUAL and HOLD for approximately 9 seconds. It may not be possible to maintain altitude or proper glide path on approach. follow the procedures listed under Inadvertent Icing Encounters in Section 3 of the basic handbook. and maintain extra airspeed consistent with available field length.( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT If instrument vacuum is normal: MODEL 208 (675 5HP) 51 ( ( ( r-\. main landing gear leg. The aural stall warning horn may not function and there may be little or no pre-stall buffet with heavy Ice loads on the wing leading edges. 8.OBSERVE (should illuminate within 6 seconds after activating boot press switch to MANUAL position). Boot Press Switch -. select the minimum flap setting required. If unable to maintain this airspeed. Increase engine power to . and stabilizer leading edges during an approach and landing. ( ( 25 June 2001 51-151 For Training Purposes Only . When landing is assured. Boots -. 5. wing strut. Leave Icing conditions as soon as possible. ( ( ( ( ( ( A WARNING ( ( ( ( C::. 7. wing inboard. • With Inoperative deice boots. Deice Pressure Annunciator -. Maintain a minimum airspeed of 105 KIAS or higher to stay above prestall buffet. LEADING EDGE DEICE BOOTS REMAIN INFLATED (Green Deice Pressure Annunciator Illuminated) 1. allow altitude to decrease. In this case. ( • With heavy Ice accumulations on the horizontal stabilizer leading edge.. In heavy Icing conditions. do not extend flaps while enroute or holding.VISUALLY OBSERVE for simultaneous inflation of all visible leading edge boots. .' ( ( 3.

PUSHED IN. (Small Panel) Windshield Anti-ice Switch -. (Large Panel) PRIMARY and SECONDARY Windshield Anti-ice Switches -. as required if deicing conditions continue. breakers long enough to inflate boots with boot press switch for an additional cycle and again pull the circuit .MANUAL and HOLD. If windshield anti-ice annunciator does not illuminate: 4. 2. If any of the leading edge boots remain inflated after the normal cycle period: 3. If ice remains on windshield anti·ice panel during landing approach: 6.CYCLE to OFF and then AUTO. (Large Panel) If either the PRIMARY or SECONDARY heat element malfu nctions: 5. expect a 1Q-knot increase in stall speeds if any of the wing leading edge boots are inflated. Windshield Anti-ice (Green) Annunciator -. ( ( S1-16 For Training Purposes Only 25 June 2001 .S1 MODEL 208 (675 SHP) KNOWN ICING EQUIPMENT POH SUPPLEMENT If it can be visually verified that all leading edge boots are deflated. NOTE Circling approaches were demonstrated with either the PRIMARY or SECONDARY panels of the large windshield antiice panel failed. be prepared to reset circuit . Proceed to destination using visual monitoring of leading edge boots during and after each cycle to verify proper function. WINDSHIELD ANTI·ICE PANEL MALFUNCTION ( ( I 1. 3.breaker. Execute a forward slip as required for visibility through the left-hand portion of the windshield. Deice Boot Circuit Breaker -.MANUAL and HOLD. continue flight.CHECK ILLUMINATED.OBSERVE for any that may remain inflated and: a. leave icing conditions as soon as possible. assume a fault in a pressure switch or the annunciator system and: 2. 4. If all boots are deflated. if possible. preference should be given to a circling approach with turns that are in the direction of the operating half of the windshield anti-ice panel. In the event that a straight-in approach is not pOSSible. (Large Panel) PRIMARY Switch -. If any boots remain inflated. Boots -. CONTINUE to destination and plan a STRAIGHT-IN-APPROACH. (Small Panel) Windshield Anti-ice Switch -.CYCLE TO OFF AND THEN AUTO.PULL to deflate boots. b. W/S Anti-ice and W/S Anti-ice Control Circuit Breakers-.

the alternator-driven standby electrical system has the capacity to supply essential equipment when nonessential loads are shed. Autopilot and weather radar and/or enough other nonessential avionics and lights to prevent battery discharge as indicated by the ammeter with the BAn position selected or illumination of the red VOLTAGE LOW annunciator. 3. The possible load of 110 ·amps during a night cruise flight in icing conditions can be reduced . to the standby electrical system capacity by turning off the following equipment: 1.PULL ON. Fly the airplane using attitude.r--' 1. turn the SECONDARY switch to OFF. In the event of a generator system failure. The failed generator (TRIP) .EXPECT NO RELIABLE INDICATION. and power instruments until leaving icing conditions. Refer to Section 5 of the basic handbook for airspeed and altimeter corrections when using alternate static air.( KNOWN ICING EQUIPMENT POH SUPPLEMENT \ ( MODEL 208 (675 SHP) S1 ( ( HEATED PITOT/STATIC TUBE MALFUNCTION (l. 6. I 25 June 2001 For Training Purposes Only S1-17 . Left Pitot Heat and Right Pitot Heat Circuit Breakers -. GENERATOR · MALFUNCTION . (Red Generator Off and/or Amber Stby Elect Pwr ON Annunciators illuminated) Refer to the Standby Electrical System supplement in Section 9 for emergency procedures in the event of a generator failure. All external lights. altitude. Indicated Airspeed -. Static Pressure Alternate Source Valve -. ( ( I ( ( . 4. 4. 3. If ice begins to form near the pitot port (forward end) of the pitot/static tube: 5. ( ( NOTE The static pressure alternate source is connected to the lefthand flight panel instruments only. Confirm a malfunction in the left-hand pitot/static tube heater system by referring to the right-hand flight panel instrument (if the right pitot/static tube is clear of ice) .PUSHED IN. If ice begins to form near the static port of the left-hand pitot/static tube (from compensation ring to aft end of tube) or if erroneous readings on the pilot's flight instruments are suspected: 2. ' . 2. For airplanes equipped with the large windshield anti-ice panel.

( 5. PITOT/STATIC and Stall Heat Switches -. Wing Ice Detector Light Switch -. ensure pitot covers are removed) . LOW AIRSPEED ADVISORY SYSTEM (if installed) -. Stall Warning Transducer -. 7. Inertial Separator -.BYPASS if visible moisture is present below ' 4°C (40°F) . ( ( BEFORE STARTING ENGINE 1.CLEAR and VERY WARM. PitoVStatic Tubes -. Main Landing Gear Leg. Approach Speeds -. installed) CHECK for Illumination . Control Surface Static Dischargers -.OFF. Propeller Anti-ice Boots -. Cargo Pod Nosecap and Stabilizer Deice Boots -. Battery Switch -.PUSHED IN. 8.PERCEPTIBLY WARM. 11. Stall Wrn Circuit Breaker -. 6. abrasions and cleanliness. \ 2. . 9. ( ( ( 10. Wing Strut.CHECK for tears. 4.CHECK condition.ON and CHECK for illumination. PITOT/STATIC and Stall Heat Switches -. Wing. ( ( 2. DAY/NIGHT Switch to NIGHT -.CHECK condition of boots and heating elements. BEFORE TAKEOFF A CAUTION To prevent blistering the cargo pod deice boot (If Installed). ( S1 -18 For Training Pu rposes Only 25 June 2001 . 3. With continued ice buildup.Windshield Ice Detector Light (if 3.S1 MODEL 208 (675 SHP) KNOWN ICING EQUIPMENT POH SUPPLEMENT ( HEATED STALL WARNING TRANSDUCER MALFUNCTION If ice is observed forming on the stall warning vane or its mounting plate: 1.. ( ( f. \ . ground operation In a right crosswind or operating the propeller In beta or feather should be kept toa minimum.OFF. expect no stall warning horn during slow speed operation .MONITOR indicated airspeed ~ ( ( SECTION 4 ( NORMAL PROCEDURES PREFLIGHT INSPECTION ( ( 1.CHECK for illumination when pitot heat is ON.ON (for 30 seconds maximum.

( Prop Anti-ice Switch -. ( ( . A CAUTION Do not operate pilot/static. ( ( I 2.CHECK VISUALLY FOR COMPLETE DEFLATION to the vacuum hold-down condition. PRIMARY Windshield Anti-ice Switch -. wing inboard.. 3. Windshield Anti-ice and Propeller Anti-ice Switches. wing outboard and wing strut deicing boots.CHECK for torque drop between NORMAL and BYPASS modes. and propeller anti· ice healers for prolonged periods on ground. . Boot Press Switch -. and OFF after 18 seconds with approximate two-second OFF periods after 6 and 12 seconds.ON when OAT is below 4°C (40°F). Power Lever -.AUTO and release. ( ( 8. Prop Anti-ice Ammeter -.MANUAL. Prop Anti-ice Ammeter -. Boot Press Switch -.ADJUST for 400 FT-LBS TORQUE.: .AS REQUIRED for takeoff and climb out conditions.CHECK in green arc range and for periodic cycling. 4. ('"' .AUTO. .AUTO and MANUAL. Visually check inflation and deflation cycle of stabilizer. Observe increase in generator output and illumination of WINDSHIELD ANTI-ICE annunciator in both switch positions.IDLE. (Large Windshield Anti-ice Panel). The ammeter should indicate 20 to 24 amps for 90 seconds. DE-ICE PRESSURE Annunciator -. .KNOWN ICING EQUIPMENT POH SUPPLEMENT MODEL 208 (675 SHP) 51 1. Standby Power -. 14. 13. and 0 amps for 90 seconds. observe change in generator output and illumination of WINDSHIELD ANTI-ICE annunciator. 12.~ 9.AUTO. . 7.AUTO and MANUAL. Inertial Separator -. 11 . Prop Anti-ice Switch -. . 15. Return control to BYPASS if moisture is present below approximately 4°C (40°F) . PRIMARY Windshield Anti-ice Switch -.MANUAL and hold.CHECK in green arc range . For each switch movement. Power Lever -. 5. Stall Heat. SECONDARY Windshield Anti-ice Switch -. (Small Windshield Anti-ice Panel) Windshield Anti-ice Switch -. and Inertial Separator Control -. main landing gear leg. Visually check inflation of all visible boots and illumination of DE.CHECK ON within three seconds. Boots -. 25 June 2001 For Training Purposes Only S1-19 . 6.MANUAL. 10.ICE PRESSURE annunciator within 6 seconds. Pitot/Static Heat -.CHECK per Supplement 3 (Standby Electrical System). stall warning. .

Prop Anti-ice Ammeter -. it is recommended that the Maximum Climb Power rating be used (1900 RPM and 1865 FT-LBS. PRIMARY Windshield Anti-ice Switch -. f. e. since uneven anti-icing may result. Stall Heat Switch -. a. SECONDARY Windshield Anti-ice Switch -. Rapid cycling of the propeller control lever from 1900 RPM to 1600 RPM and back up to 1900 RPM will aid the propeller antiice boots in shedding any residual ice. NOTE ( ( Under non-Icing conditions (espeCially at night). (Large Windshield·Anti·ice Panel). d. b.MONITOR. Prop Anti-ice Switch -.MODEL 208 (675 8HP) IN FLIGHT S1 KNOWN ICING EQUIPMENT POH SUPPLEMENT ( ( I I 1. Before Visible Moisture Is Encountered Below Approximately 4°C (40°F). Repeat this procedure as required .Verify ON.AUTO.Bypass. (Small Windshield Anti-ice Panel) Windshield Anti-ice Switch . b. When climbing through icing conditions.INCREASE as required to maintain safe airspeed or to climb out of icing conditions. if feasible. Inertial Separator Control -. not to exceed 765°C ITT or 101. causing propeller unbalance and engine roughness. turn the windshield anti-ice switch (es) OFF to avoid a mild impairment (distortion) of vision through the panel that occurs when the heating elements in the panel are activated during the on cycle . Propeller -.6% Ng) .AUTO. 2. NOTE A slight propeller vibration occurring at the start of the propeller anti-ice ON cycle and lasting 20-30 seconds is due to propeller blade ice shedding characteristics and is considered normal . a malfunction has occurred and it Is imperative that (1) the system be turned off.AUTO. During Icing Encounters: a. ( ( I I 81-20 25 June 2001 For Training Purposes Only . c. Power -. A CAUTION If the ammeter indicates unusually high or loW amperage during the 90-second cycle of operation.ON.AUTO. PitoVStatic Heat Switch -. and (2) that Icing conditions be avoided.1900 RPM.

6% Ng) as soon as possible to climb or maintain airspeed In moderate or heavy clear Icing conditions. ( I ( 25 June . This may best be achieved by climbing to warmer air above the freezing rain or drizzle. • This airplane should not depart from or be flown Into an airport where freezing rain ·or drizzle conditions are ·being reported. Maximum climb power with the flaps retracted should be used. which include the underside of the wings. ( ( MODEL 208 (675 SHP) S1 (_ . horizontal stabilizer and bottom of cargo pod (cargo pod boots optional) or ·fuselage . the pilot should take immediate action to leave these conditions. or when ice forms aft of the curved sections on the windshield.120 KIAS RECOMMENDED to reduce ice buildup on the areas aft of the deice boots. • Inadvertent operation in a freezing rain or freezing drizzle environment may cause ice formation on unprotected areas of the airplane such as aft of the wing or tail deice boots. • With heavy Ice Bccumulations on the windshield. NOTE Inadvertent operation in freezing rain or freezing drizzle conditions may be detected by ice formation on the windshield near or aft of the curved sections of the windshield. ( A WARNING • In a performance critical situation. then a climb at Vy speed is recommended to minimize exposure time to the icing conditions.2001 For Training Purposes Only 81-21 . clear or non-icing conditions on top. not to exceed 805°C ITT or 101. This power may be used without time limit at the discretion of the pilot. However. if a climb through icing conditions can be accomplished fairly quickly to . Climb Airspeed -. If these conditions Bre encountered.KNOWN ICING EQUIPMENT POH SUPPLEMENT c. These conditions may be detected by heavy ice accumulations on the windshield. a straight In or precision approach should be given priority over a cirCling · non-precision approach. Another indication is when ice forms aft of the protected surfaces on · the wing struts. or aft of the protected surfaces of the wing struts. Increase power to the Maximum Continuous rating (1900 RPM and 1865 FT-lBS torque. or aft of the protected surfaces of the wing struts.. or when ice forms aft of the curved sections on the windshield.

1: Boot Press Switch -.51 MODEL 208 (675 SHP) NOTE KNOWN ICING EQUIPMENT POH SUPPLEMENT When ice is no longer forming near or outboard of the curved portion of the windshield . cycling the deice boots increases stall speeds by up to 10 knots. NOTE • Deicing boots 'are intended for removal of ice after it has . These stalls are preceded by mild stall buffet which serves as a good warning. best results can be obtained by not. accumulated rather than prevent its formation.MONITOR until approximately 3/8 to 3/4 inch thick on leading edges. • In clear ice conditions. using the deice system until approximately 1/2 to 3/4 inch of ice has accumulated. The switch must be actuated after each complete boot cycle if additional cycles are . As with rime ice. e. Ice Detector Ught Switch -.AUTO and release. required. good clearing of the leading edges can be obtained when cycling the deice system with as little as 1/4 to 3/8 inch of ice on the wing leading edges.ON as required. Do not repeat deicing procedure until ice has again accumulated. d.high drag penalties associated with clear ice shapes (double horn type). Do not repeat the deicing procedure until ice has again accumulated. • In rime ice conditions. Also. Clear the accumulation with one or two cycles of operation. IS1-22 For Training Purposes Only 25 June 2001 . This procedure is recommended due to the . Ice Buildup -. ( ( NOTE Cycling the deice boots during high speed cruise or descent produces a mild nose-up pitching moment which is easily controlled by less than 10 pounds of control wheel force. use multiple cycles of the deice system if required . the airplane has exited the freezing rain or drizzle conditions.

a cruise speed reduction of up to 40 KIAS. Pilot control . 3. Even after cycling the deicing boots.letect any out of trim conditions caused by ice buildup. With residual ice from the initial one-inch accumulation. ( ( ('~ . the autopilot should . If necessary to maintain a minimum airspeed of 105 KIAS. cargo pod nosecap and lower wing surfaces. . and to preclude ice buildup on the fuselage under surfaces. ( ( A WARNING When disconnecting the autopilot with Ice buildup on the airplane. If significant out of trim conditions are detected." ( ( \ g. Before Landing -. . • The autopilot may be used in icing conditions.. the pilot should be alert for out of trim forces. -. allow altitude to decrease. • An accumulation of one inch of ice .SELECT MINIMUM FLAP SETTING AND MAINTAIN EXTRA AIRSPEED consistent with available field length.on the leading edges can cause a large (up to 500 FPM) loss in rate of climb. may cause even larger performance losses than those associated with rime ice.wheel Input should be applied as required to prevent potential undesired flight path deviations. 25 June 2001 For Training Purposes Only 81-231 . losses up to 200 FPM in climb. every 10-15 minutes the autopilot should be disconnected to c. • An accumulation of one inch of clear ice on the leading edges . and a stall .MAINTAIN A MINIMUM 105 KIAS with 1/2 inch or more of rime ice accumulation. as well as a significant buffet and stall speed increase (up to 20 knots) . ( NOTE During prolonged icing encounters in cruise.. 20 KIAS in cruise. speed increase of 5 knots can result. remain off for the remainder of the icing encounter so that the pilot may monitor for additional force buildup. However.':. the ice ac:cumulation remaining on the unprotected areas of the airplane can cause large performance losses.( KNOWN ICING EQUIPMENT POH SUPPLEMENT MODEL 208 (675 SHP) 91 ( ( ( (~. increase engine power to maintain cruise speed as ice accumulates on the unprotected areas. A significantly higher airspeed may be required with 1/2 inch or more of clear ice accumulation... Enroute Airspeed . This will minimize ice buildup on the underside of the wings..

for landing. but Do Not Extend Flaps Beyond 20° for landing. shed any accumulated ice. • Do not cycle the boots during landing since boot inflation may increase stall speeds by as much as 10 knots. A CAUTION Leave inertial separator in BYPASS mode after landing to preclude any possible Ingestion of Ice being shed from internal inlet dueting: IS1-24 For Training Purposes Only 25 June 2001 . Land with partial power still applied as required. Since pre-stall buffet onset and stall speed are increased slightly when deice boots are actuated. maintain a MINIMUM approach speed of 105 KIAS. increase power to maximum continuous rating and maintain maximum possible airspeed on approach (observe VMO and flap limitations) to limit ice accretion. to prevent residual ice on the airframe from being drawn into the propeller.Do Not Extend Flaps Beyond 20° . conditions. or operating at 4°C or less in visible moisture. maintain extra airspeed . unless . • After a light rime ice encounter. limit flap setting to no more than required by available field length.DO NOT USE REVERSE THRUST. required . With flaps up. • With ice suspected on the airframe. 4. cycle all deice boots to . During Landing Rollout -. A WARNING • During moderate or heavy clear icing encounters. maintain extra airspeed (10 KIAS) before actuating boots.51 MODEL 208 (675 SHP) NOTE KNOWN ICING EQUI PMENT POH SUPPLEMENT • Prior to a landing ' approach. (10-20 KIAS) on approach to compensate for the increased pre-stall buffet associated with ice on the unprotected areas and the Under moderate or severe rime icing increased weight.

( ( ( SECTION 5 PERFORMANCE There is a slight reduction of 1 KTAS in cruise performance (no ice accumulation) as a result of the leading edge deice boot installation. and an additional 1 KTAS reduction as a result of landing gear strut and cargo pod deice boot installation. Large changes ' in performance may occur with ice accumulation. If a landing is performed with flaps up. expect a 25% increase in landing distance. Observe applicable notes in the Performance section of the basic handbook for performance losses associated with the inertial separator in bypass and cabin heat on. increase the approach speed by 15 KlAS and allow for 40% longer landing distances. wing strut. When making a landing approach using a 10 KlAS higher airspeed than normal. \.( . main landing gear leg. cargo pod nosecap and stabilizer deice boots and propeller anti-ice boots. NOTE ( ( Optimum performance of the deice and anti-ice boots is dependent on keeping the boots clean and coated with an ice adhesion depressant such as ICEX II.( KNOWN ICING EQUIPMENT ( ( ( ( ( f~~' POH SUPPLEMENT MODEL 208 (675 SHP) 51 Refer to Section 8 of the basic handbook for care and maintenance of the wing. NOTE I { ( ( . ( ( ( ( 25 June 2001 For Training Purposes OnJy S 1-2S/S1-26 . Make appropriate allowances for the possibility of these losses occurring when planning a flight into or through forecast or reported icing conditions.

( ( ( ( ( ( ( ( [ ( ( ( ( ( ( ( ( ( ( ( . ( ( For Training Purposes Only .

( ( ( ( ( ( ( ( ( ( ( APPROVED B~4<ffli~+<.""f 7 APRI L.( ( ( ( ( ( ( ( A Texlron Company CeSSri8 ~ (' Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 2 EMERGENCY lOCATOR TRANSMITTER (ElT) (SOCATA ELT90) For ( ( ( <' ( FRENCH CERTIFIED AIRPLANES SERIAL NO. USA 1 APRIL 1998 01352·S2-00 S2-1 For Training Purposes Only . This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual for Cessna Model 208 (675 SHP) airplanes which have the French DGAC Kit installed. KANSAS . Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL f) Member of GAMA ( ( ( COPYRIGHT " 1998 CESSNA AIRCRAFT COMPANY WICHITA.1998 Wendell W. REGISTRATION NO.

Revision Level Date of Issue ( ( ( o (Original) 1 April 1998 LOG OF EFFECTIVE PAGES PAGE DATE ' 1 April 1998 REV. . o ( l ( 82-2 For Training Purposes Only 1 April 1998 . NUMBER 82-1 thru S2-8 .S2 MODEL 208 (675 SHP) SOCATA ELT 90 (FRENCH) POH SUPPLEMENT SUPPLEMENT 2 EMERGENCY LOCATOR TRANSMITTER (ELT) (SOCATA ELT 90) Use the Log of Effective· Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk(*) preceding the page number.

which conforms to EUROCAE EO-62 specifications. A portable antenna is provided with the ELT 90 unit for portable operations. 243.( ( ( ( SOCATA ELT 90 (FRENCH) POH SUPPLEMENT MODEL 208 (675 SHP) S2 I SUPPLEMENT EMERGENCY LOCATOR TRANSMITTER (ElT) (SOCATA ElT 90) FRENCH CERTIFIED CESSNA MODEL 208 AIRPLANES SECTION 1 GENERAL This supplement provides information which must be observed when operating the Socata ELT 90 Emergency Locator Transmitter. The Socata ELT consists of a self-contained dual-frequency. illuminates when the ELT transmitter is transmitting. solid-state transmitter powered by a lithium battery pack and is automatically activated by a deceleration sensing inertia "G" switch. General aviation and commercial aircraft. and other civil aviation authorities monitor 121. a remote control panel is installed on the top center location of the copilot's instrument panel for control of the ELT from the flight crew station. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( 1 April 1998 For Training Purposes Only S2-3 .0 MHz. The ELT emits an omni-directional signal on the international distress frequencies of 121. which is on the remote control panel.5 MHz. by a control panel at the forward facing end of the unit or by the remote control panel located · on the top center· portion of the copilot's instrument panel (refer to Figure 1). Also. Power for the transmitter is provided by an lithium battery pack inside the transmitter case. The annunciator.5 MHz and 243. which is designed to activate when the unit senses longitudinal inertial forces as required in E~-52. the FAA.0 MHz is monitored by the military. waterproof case and is mounted behind the aft cabin partition wall on the right side of the tailcone. To gain access to the unit. open the zipper in the aft cabin canvas partition. The ELT is contained in a high impact. fire retardant. The ELT is operated .

3.MODEL 208 (675 SHP) 52 SOGATA ELT 90 (FR ENGH) POH SUPPLEMENT A WARNING The ELT's battery pack should be replaced after 2 years shelf or service life. ELT Control Panel and Remote Control Panel (Sheet 1 of 2) S2-4 For Training Purposes Only 1 April 1998 . remote 2. Illuminates red to indicate the transmitter is transmitting a distress signal. . After the . Figure 1..transmitter has been used In an emergency situation (Including any Inadvertent activation of unknown duration). ANTENNA RECEPTACLE . Connects to antenna mounted tailcone. b.:> ( TRANSMITTER ANNUNCIATOR LIGHT -.g. On or before battery replacement date. 3 4 RESET "'" 6 5 REMOTE CONTROL PANEL ELT CONTROL PANEL 2618C1240 1. on top of i( \ ''. Battery replacement date is marked on the battery pack and the label on the transmitter. REMOTE CABLE JACK Connects to ELT switch/annunciator located on the copilot's instrument panel. c. or for any of the following reasons: 8.: time accumulated In several tests and Inadvertent activation of known duration). After the transmitter has been operated for more than one cumulative hour (e.

ELT Control Panel and Remote Control Panel (Sheet 2 of 2) ( ( () ( ( ( ( ( SECTION 2 LIMITATIONS The following information must be present in the form of a placard located on the upper right side of the aft cabin partition : EMERGENCY LOCATOR TRANSMITIER INSTALLED AFT OF THIS PARTITION MUST BE SERVICED IN ACCORDANCE WITH FAR PART 91 .Arms transmitter for automatic activation if "Gil switch senses a predetermined deceleration leveL 5. (If the ELT is installed in the airplane the red "XMIT ALERT" annunciator on . deactivating the transmitter and extinguishing the annunciator.' the remote · control panel should illuminate). MASTER FUNCTION SELECTOR SWITCH (3-position toggle switch): MAN RESET -.Remotely activates transmitter for .Arms transmitter for automatic activation if "G" switch senses a predetermined deceleration level. For Training Purposes Only 82-5 .' Used for test purposes and if "G" switch Is inoperative. OFF -Deactivates transmitter during handling and following rescue. Figure 1. REMOTE CONTROL PANEL ANNUNCIATOR: XMIT ALERT -. With Ihe switch in MAN RESET position.SOCATA ELT 90 (FRENCH) POH SUPPLEMENT MODEL 208 (675 8HP) 52 ( ( ( ( 4. test or emergency situations. the annunciator on the ELT will illuminate. After automatic activation by the "G" switch. AUTO -. REMOTE CONTROL PANEL SWITCH (2-position toggle switch): MAN RESET -. To deactivate transmitter after manual activation.207 1 April 1998 . Red "XMIT ALERT" annunciator on remote control panel illuminates to indicate that the transmitter is transmitting a distress signal. position the switch from MAN RESET to AUTO. AUTO -. positioning the switch from AUTO to MAN RESET then back to AUTO resets the "G" switch. (The red annunciators on the ELT unit and· on the remote control panel should extinguish).Activates transmitter instantly. deactivating the transmitter and extinguishing the annunciators. After automatic activation by the "G" switch. 6.Illuminates red to indicate the transmitter is transmitting a distress signal. The MAN RESET position bypasses the automatic activation switch. positioning the switch from AUTO 10 MAN RESET then back to AUTO resets the "Gil switCh.

terminating emergency transmissions. c. b. PRIOR TO SIGHTING RESCUE AIRCRAFT -. Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121. NOTE When the ELT is activated.. a decreasing tone will be heard before the typical warbling tone begins.Conserve airplane battery. it is working properly. areas. activate the ELT transmitter by positioning the switch on the remote cortrol panel to the MAN RESET position.Position remote control panel switch from the MAN RESET position to the AUTO position to prevent radio interference.Positiori remote control panel switch to the AUTO .5 MHz. Immediately after a forced landing where emergency assistance is required .MODEL 208 (675 SHP) 52 ( 80CATA ELT 90 (FRENCH) POH SUPPLEMENT ( ( SECTION 3 ( EMERGENCY PROCEDURES Before performing a forced landing. FOLLOWING RESCUE -. If airplane radio is operable and can be safely used (no threat of fire . the inertia "G" switch will activate automatically. ENSURE EL T ACTIVATION: a. position. 82-6 For Training Purposes Only 1 April 1998 . However. 3. The red "XMIT ALERT" annunciator on the remote control panel should be illuminated. Do not activate radio transceiver. If no contact is established return the remote control panel switch to the MAN RESET position immediately. If inoperative. If the ELT can be ( heard transmitting.utilized as follows: NOTE ( ( The ELT remote control panel system could be inoperative if damaged during a forced landing . especially · in remote and mountainous \. or explosion). the ELT should be . Position remote control panel switch to the MAN RESET position even if annunciator light is already on. to turn the ELT OFF and ON again requires manual switching of the master function selector switch which is located on the ELT unit. AFTER SIGHTING RESCUE AIRCRAFT -. 4. 1. Ensure that antenna is clear of obstructions. turn ON and select 121. 2.5 MHz.

5 MHz on the radio transceiver and listen for an emergency tone transmission. 8.( ( ( ( SOGATA ELT 90 (FRENCH) POH SUPPLEMENT MODEL208 (675 SHP) 52 SECTION 4 NORMAL PROCEDURES As long as the remote control panel switch is in the AUTO position and the ELT master function selector switch remains in the AUTO position. Reposition ELT master function selector switch to AUTO. ( 1 April 1998 For Training Purposes Only 82-7 .5 MHz. although no emergency exists. ( ( ( ( 6. The emergency locator transmitter should be tested every 100 hours. position the remote control panel switch to MAN RESET then back to AUTO to deactivate the transmitter. Turn airplane battery switch and avionics power switches ON. 5. If the remote control panel annunciator is illuminated or an emergency tone is heard. or an exceptionally hard landing. Place remote control panel switch in the MAN RESET position. Disconnect antenna cable from ELT. 2. Place the ELT master function selector switch in the OFF position. Permit only three emergency tone transmissions. the ELT automatically activates when the unit senses longitudinal inertia forces as required in EO-62. ( ( ( 7. Reconnect antenna cable to ELT. then immediately reposition the remote control panel switch to the AUTO position. The annunciator should illuminate. 3. the ELT may activate . Following a lightning strike. Another way to check is to select 121. Turn airplane transceiver ON and set frequency to 121. the ELT has inadvertently activated itself. INSPECTIONfTEST 1. 9. If the remote control panel illuminates. NOTE ( ( ( ( ( ( ( ( ( ( Test should only be conducted within the first 5 minutes of each hour. Verify that the transmitter annunciator light on the ELT and the remote control panel annunciator on the instrument panel are illuminated. Place the ELT master function selector switch in the MAN RESET position. 4.

4. Your pOSition at the time the signal was first heard.121. Your position at the time the signal was last heard. provide the bearing to the emergency signal with each reported pOSition. test or operation time equals 1 hour. • After accumulated. 3.5 MHz and/or 243. NOTE • Without its antenna connected. ( .5 MHz or 243.0 MHz while in flight to assist in identifying possible emergency ELT transmissions. Your flight altitude and frequency on which the emergency signal was heard -. yet it will not disturb other communications or damage output circuitry. IN-FLIGHT MONITORING AND REPORTING Pilots are encouraged to monitor 121 . 2.MODEL 208(675 SHP) S2 SOCATA ELT 90 (FRENCH) POH SUPPLEMENT A CAUTION A test with the antenna connected should be approved and confirmed by the nearest control tower. battery pack replacement is required. If pOSSible. positions should be given relative to a navigation aid. report the following information to the nearest air traffic control facility: 1. the ELT will produce sufficient signal to reach the airplane transceiver. If the aircraft has homing equipment. On receiving a signal. ( ( ( ( ( ( SECTION 5 PERFORMANCE There is no change to the airplane performance data when this equipment is installed. Your position at maximum signal strength.( 82-8 For Training Purposes Only 1 April 1998 .0 MHz.

( REGISTRATION NO.J0(. Corneil Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL f) Member of GAMA . This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. if the airplane is equipped with the Bendix/King Digital ADF (Type KR-87 with KI 227-01 Indicator). ( ( ( ( ( APPROVED B~4{ef..( ( ( ( ( ( ( (---: A Texlron Company CeSSri8 ~ " Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( ( ( ( ( ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 3 BENDIX/KING DIGITAL ADF (TYPE KR-87 with KI 227-01 INDICATOR) ( ( ( ( SERIAL NO. USA D1352-S3-00 1 APRIL 1998 S3-1 For Training Purposes Only .".--" ( : COPYRIGHT 1) 1998 CESSNA AIRCRAFT COMPANY WICHITA. KANSAS.um·f 7 APRIL. 19'98 ( ( ( ( Wendell W . \.

( S3-2 For Training Purposes Only 1 April 1998 . Revision Level Date of Issue 1 April 1998 o (Original) LOG OF EFFECTIVE PAGES PAGE S3-1 thru S3-10 DATE 1 April 1998 REV. l Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.ement.S3 MODEL 208 (675 SHP) KR-87 ADFI K1227-01 INDICATOR POH SUPPLEMENT SUPPLEMENT 3 BENDIX/KING DIGITAL ADF (TYPE KR-87 with KI 227-01 INDICATOR) Use the Log of Effective Pages to determine the current status of this sUPP. NUMBER o ( \.

The system incorporates a KI 227-01 Indicator in conjunction with a KCS 55A Compass System. digitally tuned automatic direction finder. An automatic flight timer that starts whenever the unit is turned on. the display will flash for 15 seconds. Intensity is controlled by the RADIO light dimming rheostat ( ( ( ( ( ( ( ( ( ( 1 April 1998 For Training Purposes Only S3-3 . a bearing indicator. The compass card on the KI 227-01 Indicator is synchronized to the KI 525A Compass Card by rotating the Sync Knob of the KI 227-01 Indicator. The system is comprised of a receiver. The built-in electronic timer has two se·parate and independent timing functions. Both pre-selected frequencies are stored in a non-volatile memory circuit (no battery power required) and displayed in . It is designed to provide continuous i-kHz digital tuning in the frequency range of 200 kHz to 1799 kHz and eliminates the need for mechanical band switching. until the reading matches that of the KI 525A Compass Card. a built-in electronics timer. Operating controls and displays for the Bendix/King Digital ADF are shown and described in Figure 1. while the right window will display either the standby frequency or the selected readout from the built-in electronic timer. Since both the flight timer and elapsed timer operate independently . This timer functions up to 59 hours and 59 minutes. it is possible to monitor either one without disrupting the other. An elapsed timer which will count up or down for up to 59 minutes and 59 seconds.self-dimming gas discharge numerics. The pushbutton controls and the bearing indicators are internally lighted. The audio system used with this ADF system for speaker-phone selection is shown and described in the Bendix/King Audio Control System (Type KMA-24 or KMA-24H-70) supplements in Section 9 of this handbook. The Bendi)(/King Digital ADF can be used for position plotting and homing procedures.KR-87 ADF/K1227-01 INDICATOR POH SUPPLEMENT S3 MODEL 208 (675 SHP) SUPPLEMENT BENDIX/KING DIGITAL ADF (TYPE KR~87 with K1227-01 INDICATOR) ( SECTION 1 GENERAL The Bendix/King Digital ADF is a panel-mounted. The "flip-flop" frequency display allows switching between pre-selected "STANDBY" and "ACTIVE" frequencies by pressing the frequency transfer button. The active frequency is continuously displayed in the left window. and for aural reception of amplitude-modulated (AM) signals. Once aligned. the two compass cards will track concurrently. and a KA-44B combined loop and sense antenna. When a preset time interval has been programmed and the countdown reaches :00.

( ( KR-B7 RECEIVER 13 12 11 10 9 8 7 ( ( ( ( 15 . ( ( ( ( ( ( 14 ( 17 K1227-01 INDICATOR 16 ( 066-1072-04 066-3063-01 ( Figure 1_ Bendix/King Digital ADF Operating Controls/Indicator (Sheet 1 of 3) 83-4 For Training Purposes Only 1 April 1998 ( ( ...53 MODEL 208 (675 SHP) KR-87 ADF/KI227-01 INDICATOR POH SUPPLEMENT ( 2 3 4 5 6 .

.. The STANDBY frequency is selected using the frequency select knobs. NOTE ( ( CW signals (Morse Code) are unmodulated and no audio will be heard without use of BFO. carrier wave to be heard. ( ( ( ( ( ( ( ( (:j _ . STANDBY FREQUENCY DISPLAY -. 6. FREQUENCY SELECTOR KNOBS -.The frequency to which the ADF is tuned is displayed here.. This mode improves the aural reception and is usually used for station identification. permits the carrier wave and associated morse code identifier broadcast on the ... TIMER MODE ANNUNCIATION -. 7. the 90 0 relative position. ( (. the flight timer. Flight time or elapsed time are displayed and annunciated alternatively by depressing the FLTIET button. ( 4. The active ADF frequency can be changed directly when either of the timer functions are selected.. activated and annunciated when the "BFa" button is depressed. These knobs are also used to set the desired time when the elapsed timer is used in the countdown mode. ( 3.timer and elapsed timer are displayed replacing the standby frequency which goes into "blind" memory to be called back at any time by depressing the FRQ button. The selected STANDBY frequency is put into the ACTIVE frequency windows by pressing the frequency transfer button. The small knob is pulled out to tune the 1'so The small knob is pushed in to tune the 10's. This type of signal is not used in the United States air navigation.Antenna (ANT) is selected by the "out" position of the ADF button . MODE ANNUNCIATOR -. The flight .Either the standby frequency . Selects the standby frequency when FRO is displayed and directly selects the active frequency whenever either of the time functions is selected. STANDBY FREQUENCY ANNUNCIATION (FRQ) -. or the elapsed time is displayed in this position. The outer knob tunes the 100's with rollover into the 1000's.-. The bearing pointer will point in the direction of the station relative to the aircraft heading.When FRQ is displayed the STANDBY frequency is displayed in the right hand display. This mode activates the bearing pointer..KR-87 ADF/KI 227-01 INDICATOR POH SUPPLEMENT ' 53 MODEL 208 (675 SHP) 1. t 5. BEAT FREQUENCY OSCILLATOR (BFa) -.. 2. ACTIVE FREQUENCY DISPLAY -. Automatic Direction Finder (ADF) mode is selected by the depressed position of the AQF button..Either the elapsed time (ET) or flight time (FLT) mode is annunciated here. Bendix/King Digital ADF Operating Controls/Indicators (Sheet 2 of 3) 1 April 1998 For Training Purposes Only S3-5 . It is used in some foreign countries and marine beacons. The frequency selector knobs may be rotated either clockwise or counterclockwise. Figure 1.The BFa mode. The bearing pointer is deactivated and will park in.

Indicates the airplane magnetic heading on the azimuth card. Once synchronized.Indicates the magnetic bearing to the ADF station. Bendix/King Digital ADF Operating Controls/ Indicators (Sheet 3 of 3) { \: ( ( S3-6 For Training Purposes Only 1 April 1998 . POINTER -. SYNCKNOS -. 12. BFO BUnON -. HEADING INDEX -. Clockwise rotation from OFF position .Controls primary' power and audio . 15. 14. The ADF mode is selected with the ADF button in the . 10. 16.The FRO transfer button when pressed exchanges the active and standby frequencies.S3 MODEL 208 (675 SHP) KR-87 ADF/KI 227-01 INDICATOR POH SUPPLEMENT 8. 9.The BFO button selects the BFO mode when in the depressed position.The ADF button selects either the ANT mode or the ADF mode . SET/RESET BUnON (SET/RST) ". ( '. OFFIVOLUME CONTROL (OFFIVOL) -.Used to manually rotate compass bard to synchronize with airplane.Rotates as the airplane turns so that the airplane magnetic heading is continuously displayed at the heading index. The ANT mode is selected with the ADF button in the out position. (See note under item 3). depressed position. ( ( Figure 1. FREQUENCY TRANSFER BUTTON (FRQ) -. heading. 11 .The set/reset button when pressed resets the elapsed timer whether it is being displayed or not. FLIGHT TIME/ELAPSED TIME MODE SELECTOR BUTTON (FL T/ET) -The Flight Timer/Elapsed Time mode selector button when pressed alternatively selects either Flight Timer mode or Elapsed Timer mode. 13. ADF SUnON -. The new frequency becomes active and the former active frequency goes into standby. further clockwise rotation increases audio level.' the receiver is locked on a valid station. ROTATING AZIMUTH (COMPASS) CARD -.output level. Audio muting causes the audio output to be muted unless. 17. compass card will continuously display aircraft heading. applies primary power to the receiver.

SELECT ADF mode and note the pointer moves without hesitation to the station bearing.ON.SET to desired volume level.SELECT ANT mode and note pointer moves to 90 0 position. OFFNOL Control ". 3. FRO Button -. 5.PRESS to move the desired frequency from the standby to the active position. wavering or reversals indicate a signal that is too weak or a system malfunction.KR-87 ADF/KI' 227-01 INDICATOR POH SUPPLEMENT MODEL 208 (675 SHP) S3 SECTION 2 LIMITATIONS There . ADF Button -. ADF SPEAKER/PHONE Selector Switch (on audio control panel) -SELECT as desired. SECTION 3 NORMAL PROCEDURES TO OPERATE AS AN AUTOMATIC DIRECTION FINDER: SECTION 4 1.are no changes to the airplane Limitations when this avionics equipment is installed.SELECT desired frequency in the standby frequency display. EMERGENCY PROCEDURES There are no changes to the airplane Emergency Procedures when this avionics equipment is installed. 6.SELECT ADF mode and note relative bearing on indicator. ADF TEST (PRE-FLIGHT or IN-FLIGHT): 1. Frequency Selector Knobs -. OFFNOL Control -. ADF Button -. ADF Button -. 4. 2. Excessive pointer sluggishness. 1 April 1998 For Training Purposes Only 53-7 . 2.

. 2. Timer will reset zero .PRESS to stop timer. VOL Control ·· ADJUST to desired listening level.ADJUST to desired listening level.. FLTfET Mode Button . FRO Button _.PRESS untillhe ET annunciation begins to flash. PRESS (once or twice) until FLT is annunciated. 3. SET to desired mode. OFFIVOL Control -. ADF SPEAKER/PHONE Selector Buttons (on audio control panel) •. . SETfRST Button .. 2. OFFIVOL Control·· ON..SELECT ANT mode. NOTE A 1000· Hz tone and Morse Code identifier is heard in the audio output when a CW signal is received. OFFIVQL Control·· ON.SELECT desired frequency in the standby frequency display. TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY: 1. .. ( . OFFIVOL Control . PRESS to move the desired frequency from the standby to the active position. VOL Control . 4. 2. FLT/ELT Mode Button .( 2. 5. Frequency Selector Knobs ..PRESS (once or twice) until ET is annunciated. 3.ON. PRESS on. 3. Timer will already be counting since it is activated by turning the unit on. SETfRST Button . 3. 4. SETfRST Button .. 5. SETfRST button is released the timer will start to count again unless the SETfRST button is held until the ET annunciation flasheq. . When the.OFF and then ON if it is desired to reset the flight timer.MODEL 208 (675 SHP) TO OPERATE BFO: S3 KR-B7 ADF/KI227~01INDICATOR POH SUPPLEMENT 1. 6. TO OPERATE FLIGHT TIMER : ( ( 1. BFO Button -. OFFIVOL Control·· ON.PRESS to start timer. TO OPERATE ELAPSED TIME TlMER·COUNT UP MODE : 1. 4. ADF Button -. ADF SPEAKER/PHONE Selector Buttons (on audio control panel) .( ( ( \ .( S3-8 For Training Purposes Only 1 April 1998 . SET to desired mode.

SETfRST Button -. Certain conditions. whichas&. by switching the function selector to ANT and listening for station call letters. SETfRST Button -. f \ ( 1 April 1998 For Training Purposes Only 83-9 . 4. occasionally will assign the same frequency to more than one station in an area. OFFIVOL Control -. FREQUENCY SELECTOR KNOBS -.igns AM radio frequencies. ADF OPERATION NOTES: ( ERRONEOUS ADF BEARING DUE TO RADIO FREQUENCY PHENOMENA: In the U. NOTE ( While FLT or ET are displayed. the FCC.. the active frequency on the left side of the window may be changed. Sunspots and atmospheric phenomena may occasionally distort reception so that signals from two staUons on ' the same frequency will overlap. ·such as Night Effect. by using the frequency selector knobs. 2. without any effect on the stored standby frequency or the other modes. Selector knobs remain in the time set mode for 15 seconds after the last entry or until the SETfRST. it will start to count up as display flashes for 15 second~.S.( ( ( KR-87 ADF/K1227-01 INDICATOR POH SUPPLEMENT NOTE MODEL 208 (675 8HP) S3 The Standby Frequency which is in memory while Flight Time or Elapsed Time modes are being displayed may be called back by pressing the FRQ button. 3. The outer knob tunes minutes up to 59 minutes. The $mall knob is pulled out to tune the 1's. may cause signals from such stations to overlap. 5. This should be taken into consideration when using AM broadcast station for navigation. TO OPERATE ELAPSED TIME TIMER-COUNT DOWN MODE: ( 1. FLTfET or· FRO button is pressed.ON. it is always wise to make positive identification of the station being tuned. For this reason. When the timer reaches 0. The small knob is pushed in to tune the 10's.SET desired time in the elapsed time display.PRESS (once or twice) until ET is annunciated.PRESS to start countdown. NOTE . then transferred to active use by pressing the FRO button again.PRESS until the ET annunciation begins to flash. FLTIEL T Mode Button -.

the installation of an externally mounted antenna or related external antennas.strong just after sunset 'and just after dawn. If possible. . NIGHT EFFECT: This is a disturbance particularly . performance.he vicinity of electrical storms. MOUNTAIN EFFECT: Radio waves reflecting from the surface of mountains may cause the pointer to fluctuate or sho"" an erroneous bearing. An ADF indicator pOinter may swing erratically at these times. This should be taken into account when taking bearings over mountainous terrain. an ADF indicator pointer tends to swing t from the station tuned toward the center of the storm. This also should be taken Into account. ( ( ( ( ( ( S3-10 1 April 1998 For Training Purposes Only . tune to the most powerful station at the lowest frequency. ( ( ( ( ( ( ( SECTION 5 PERFORMANCE The is no change to the airplane performance when this avionics equipment is installed: However. take the average of pointer oscillations to determine relative station bearing. If this is not possible.MODEL 208 (675 SHP) ELECTRICAL STORMS: S3 KR-87 ADF/KI 227-01 INDICATOR POH SUPPLEMENT ( In . will result in a minor reduction in cruise . COASTAL REFRACTION: Radio waves may be refracted when passing from land to sea or when moving parallel to the coastline.

( ( ( APPROVED B*dtffi~."../~. KANSAS.. REGISTRATION NO.: ' ':~. if the airplane is equipped with the Bendix/King Dual Digital ADF System (Type KR·87 with 228-01 Indicator).) SERIAL NO.f 7 APRIl.t1.on Company CeSSri8 ~ ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 4 ( ( ( BENDIX/KING DUAL DIGITAL ADF SYSTEM (TYPE KR. 1998 Wendell W... ( This·supplement must be ins'erted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.( ( ( ( (~ A Te"'.87 with KI 228-01 INDICATOR) ( ( (.. --'. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( ( f) Member of G~MA ( (~j ( ( COPYRIGHT 01998 CESSNA AIRCRAFT COMPANY WICHITA. USA 1 APRIL 1998 01352-54-00 S4·1 For Training Purposes Only .

. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. i ( \.S4 MODEL 208 (675 SHP) DUAL KR-87 ADF/K1228-01 INDICATOR POH SUPPLEMENT ( ( ( SUPPLEMENT 4 BENDIX/KING DUAL DIGITAL ADF SYSTEM (TYPE KR-87 with KI 228-01 INDICATOR) ( ( ( Use the Log of Effective Pages to determine the current status of this supplement. ( 54-2 For Training Purposes Only 1 April 1998 . . NUMBER 0 ( ( ( thru S4-10 1 April 1998 ( ( ( ( ( ( ( ( ( ( ( . Revision Level Date of Issue ( ( o (Original) ( 1 April 1998 ( LOG OF EFFECTIVE PAGES PAGE S4~1 ( ( DATE REV..

This timer functions up to 59 hours and 59 minutes. digitally tuned automatic direction finder. Intensity is controlled by the RADIO light dimming rheostat. Operating controls and displays for the Bendix/King Djgital ADF are shown and described in Figure 1. The audio system used with this ADF system for speaker-phone selection is shown and described in the Bendix/King Audio Control System (Type KMA-24 or KMA-24H-70) supplements in Section 9 of this handbook. Since both the flight timer and elapsed timer operate independently. ( The "flip-flop" frequency display allows switching between pre-selected "STANDBY" and "ACTIVE" frequencies by pressing the frequency transfer button. The built-in electronic timer has two separate and independent timing functions. 1 April 1998 For Training Purposes Only S4-3 . the two compass cards will track concurrently. it is possible to monitor either one without disrupting the other. The active frequency is continuously displayed in the left window. Both pre-selected frequencies are stored in a non-volatile memory circuit (no battery power required) and displayed in self-dimming gas discharge numerics.( DUAL KR-87 ADF/K1228-01 INDICATOR POH SUPPLEMENT MODEL 208 (675 SHP) S4 ( ( SUPPLEMENT BENDIX/KING DUAL DIGITAL ADF SYSTEM (TYPE KR-87 with K1228-01 INDICATOR) SECTION 1 GENERAL The Bendix/King Digital ADF is a panel-mounted. The compass card on the KI 228-01 Indicator is synchronized to the KI 525A Compass Card by rotating the Sync Knob of the KI 228-01 Indicator. Once aligned. two built-in electronics timers. When a preset time interval has been programmed and the countdown reaches :00. An elapsed timer which will count up or down for up to 59 minutes and 59 seconds. and one dual-painter bearing indicator. The system incorporates a KI 228-01 Indicator in conjunction with a KCS 55A Compass System. two KA-44B combined loop and sense antennas. until the reading matches that of the KI 525A Compass Card. An automatic flight timer that starts whenever the unit is turned on. the display will flash for 15 seconds. while the right window will display either the standby frequency or the selected readout from the built-in electronic timer. The Dual Digital ADF system is comprised of two receivers. The Bendix/King Digital ADF can be used for position plotting and homing procedures. and for aural reception of amplitude-modulated (AM) signals. It is designed to provide continuous 1-kHz digital tuning in the frequency range of 200 kHz to 1799 kHz and eliminates the need for mechanical band switching. The pushbutton · controls and the bearing indicators are internally lighted.

Bendix/King Digital ADF Operating Controls/Indicators (Sheet 1 of 3) S4-4 1 April 1998 For Training Purposes Only .S4 MODEL 208 (675 SHP) DUAL KR-87 ADF/KI228-01 INDICATOR POH SUPPLEMENT ( ( 1 2 3 4 5 6 KR-87 RECEIVER · (ADF 1 or ADF 2) 13 12 11 10 9 8 7 15 ( ( ( 16 14 ( 18 ( K1228-01 INDICATOR 066-1072-04 066-3059-01 \.. Figure 1.

Either the standby frequency. permits the· carrier wave and associated morse code identifier broadcast on the carrier wave to be heard.DUAL KR-87 ADF/K1228-01 INDICATOR POH SUPPLEMENT MODEL 208 (675 SHP) 54 MODE ANNUNCIATOR -. TIMER MODE ANNUNCIATION -. :\ . or the elapsed time is displayed in this position. These knobs are also used to set the desired time when the elapsed timer is used in the countdown mode.Either the elapsed time (ET) or flight time (FLT) mode is annunciated here_ 7. '. ( 4. Bendix/King Digital ADF Operating Controls/Indicators (Sheet 2 of 3) 1 April 1998 For Training Purposes Only S4-5 . The flight timer and elapsed timer are displayed replacing the standby frequency which goes into "blind" memory to be called 'back at any time by depressing the FRQ button .. frequency when FRQ is displayed and directly selects the active frequency whenever either of the time functions is selected. This mode improves the aural reception and is usually used for station identification. Flight time or elapsed time are displayed and annunciated alternatively by depressing the FLT/ET button_ 6.Automatic Direction Finder (ADF) mode is selected by the depressed position of the ADF button. 5. ACTIVE FREQUENCY DISPLAY -. .. BEAT FREQUENCY OSCILLATOR (BFO) -. the flight timer. The small knob is pushed in to tune the 1D's. The STANDBY frequency is selected using the frequency The selected STANDBY frequency is put into the select knobs. STANDBY FREQUENCY DISPLAY -.The BFO mode. STANDBY FREQUENCY ANNUNCIATION (FRQ) -. The active ADF frequency can be changed directly when either of the timer funCtions are selected. The bearing pointer is deactivated and will park in the 90° relative position.. . It is used in some foreign countries and marine beacons. ACTIVE frequency windows by pressing the frequency transfer button.. The outer knob tunes the 1~O's with rollover into the 1000's..The frequency to which the ADF is tuned is displayed here. FREQUENCY SELECTOR KNOBS -. ( .•. The bearing pointer will point in the direction of the station relative to the aircraft heading. Figure 1. The frequency selector knobs may be rotated either clockwise or counterclockwise..Antenna (ANT) is selected by the "out" position of the ADF button. The small knob is pulled out to tune the 1's. activated and annunciated when the "BFO" button is depressed. NOTE CW signals (Morse Code) are unmodulated and no audio will be heard without use of BFO..Selects the standby. This mode activates the bearing pointer. This type of signal is not used in the United States air navigation.When FRQ is displayed the STANDBY frequency is displayed in the right hand display.

::. ( ( ( ( . The ANT mode is selected with the ADF button in the out Position.The set/reset button when pressed resets the elapsed timer whether itis being displayed or not.Indicates magnetic bearing to the ADF station tuned on ADF 2. continuously display aircraft heading. 12. 15. (See note under item 3).The FRO transfer button when Pressed exchanges the active and standby frequencies. compass card will with airplane · heading.(OFFIVOL) -. FREQUENCY TRANSFER BUTTON (FRQ) -. 17. DOUBLE-BAR POINTER . FLIGHT TIME/ELAPSED TIME MODE SELECTOR BUTTON (FLT/ET) -The Flight Timer/Elapsed Time mode selector button when pressed alternatively selects either Flight Timer mode or Elapsed Timer mode. Bendix/King Digital ADF Operating Controls/Indicators (Sheet 3 of 3) ( ''. ADF mode is selected with the ·ADF button in the d epresse poSition. OFFIVOLUME CONTROL .Indicates airplane magnetic heading on the azimuth card. ROTATING AZIMUTH (COMPASS) CARD -. ADF BUTTON -.· audio level.The ADF button selects either the ANT mode or the ADF mode.Used to manually rotate compass card to synchronize Once synchronized. 11.MODEL 208 (675 SHP) 54 DUAL KR-87 ADF/KI 228-01 INDICATOR POH SUPPLEMENT ( ( 8. 13.. 14. SETfRESET BUnON (SETfRST) -. SINGLE-BAR POINTER -. 9.r S4-6 For Training Purposes Only 1 April 1996 .Controls primary power and audio output level. Clockwise rotation from OFF position applies primary power to the receiver. 18. Audio muting causes the audio output to be muted unless.( 16. HEADING INDEX -. further clockwise rotation increases . 10. The new frequency becomes active and the former active frequency goes into standby.Indicates magnetic bearing to the ADF station tuned 6n ADF 1. d Th~.( ( ( ( ( I. ( ( ( ( Figure 1. ' . the receiver is locked on a valid station. BFO BUTTON -.Rotates as the airplane turns so that the airplane magnetic heading is continuously displayed at the heading index.The BFO button selects the BFO mode when in the depressed position. SYNC KNOB -.

j ( 1 April 1998 54·7 For Training Purposes Only .SELECT desired frequency in the standby frequency display. 3.SET to desired volume level.SELECT ADF mode and note the pointer moves without Excessive pointer sluggishness. Frequency Selector Knobs -. OFFIVOL Control -. FRO Button -. .( ( DUAL KR-87 ADF/KI 228-01 INDICATOR POH SUPPLEMENT MODEL 208 (675 SHP) S4 ( ( SECTION 2 LIMITATIONS There are no changes to the airplane Limitations when this avionics equipment is installed. hesitation to the station bearing. ADF TEST (PRE-FLIGHT or IN-FLIGHT): ( ( 1.ON. wavering or reversals indicate a signal that is too weak or a system malfunction. OFFIVOL Control -. 6. ADF Button -. 4. " ( ( ( ( ( ( 1. SECTION 3 EMERGENCY PROCEDURES ( There are no changes to the airplane Emergency Procedures when this avionics equipment is installed. ADF SPEAKER/PHONE Selector Switch (on audio ' control panel) -SELECT as desired.SELECT ADF mode and' note relative bearing on indicator. ADF Button -.SELECT ANT mode and note pointer moves to 90° position. ( (~. 2. 2. ADF Button -.. 5.PRESS to move the desired frequency from the standby to the active position. ( NORMAL PROCEDURES / SECTION 4 \ ( TO OPERATE AS AN AUTOMATIC DIRECTION FINDER: ( C'" )· .

PRESS to move the desired frequency from the standby to the active position. VOL Control -. ADF Button -. 6. FRQ Button -. SETfAST Button -. 2.PAESS to start timer. OFFIVOL Control -. 3. 5.PAESS (once or twice) until FlT is annunciated.SELECT desired frequency in the standby frequency display. ADF SPEAKER/PHONE Selector Buttons (on audio control panel) -. (on audio control panel) -SET to desired mode. Timer · will already be counting since it is activated by turning the unit on. OFFIVOL Control -. SETfAST Button -. 5. VOL Control-.PRESS until the ET annunciation begins to flash. 4. NOTE ( A 1000-Hz tone and Morse Code identifier is heard in the audio output when a CW signal is received. 2.ON. Frequency Selector Knobs -. 2. TO OPERATE FUGHT TIMER: 1. 4. OFFIVOL Control -.SELECT ANT mode. TO OPERATE ELAPSED TIME TIMER-COUNT UP MODE: ( ( ( 1.ON.S4 MODEL 208 (675 SHP) TO OPERATE BFO: DUAL KR-87 ADF/KI228-01INDICATOR POH SUPPLEMENT ( ( ( 1. OFFIVOL Control -.OFF and then ON if it is desired to reset the flight timer. .ON. 2. 4.PRESS on. TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY: 1.i SET to desired mode. FLTfET Mode Button -. BFO Button -.ON. 3. ADF SPEAKER/PHONE Selector Buttons . annunciated. Timer will reset zero. OFFIVOL Control -.ADJUST to desired listening level.ADJUST to desired listening level. FLTfELT Mode Button _ PRESS (once or twice) until ET is . 3. SETfAST Button -. 3.PRESS to stop timer. When the SETfRST button is · released the timer will start to count again unless the SETfRST button is held until the ET annunciation flash S4-8 For Training Purposes Only 1 April 1998 .

FLTfELT Mode Button •../ ( r 1 April 1998 84-9 For Training Purposes Only . then transferred to active use by pressing the FRQ button again. The outer knob tunes minutes up to 59 minutes. ( ( ( \J. it will start to count up as display flashes for 15 seconds. PRESS until the ET annunciation begins to flash.. it is always wise to make positive identification of the station being tuned. ( ( ( ( ( NOTE Selector . OFFIVOL Control·· ON. . by switching the function selector to ANT and listening for station call letters.DUAL KR-87 ADF/KI 228-01 INDICATOR POH SUPPLEMENT NOTE ( MODEL 208 (675 SHP) S4 ( ( ( The Standby Frequency which is in memory while Flight Time or Elapsed Time modes are being displayed may be called back by pressing the FRQ button.knobs remain in the time set mode for 15 seconds after the last· entry or until the SETfRST. 2. SETfRST Button . TO OPERATE ELAPSED TIME TIMER-COUNT DOWN MODE: 1. occasionally will assign the same frequency to more than one station in an area. ( ( ( NOTE WhileFLT or ET are displayed. Sunspots and atmospheric phenomena may occasionally distort reception so that signals from two stations on the same frequency will overlap. This should be taken into consideration when using AM broadcast station for navigation. the FCC. the active frequency on the left side of the window may be changed.. FREQUENCY SELECTOR KNOBS . 5. PRESS (once or twice) until ET is annunciated.. by using the frequency selector knobs. Certain conditions. such as Night Effect.S. ( ( ( ( ( ADF OPERAION NOTES: ERRONEOUS ADF BEARING DUE TO RADIO FREQUENCY PHENOMENA: In the U. FLT/ET or FRQ button is pressed. 3 . may cause signals from such stations to overlap. SET desired time in the elapsed time display.. For this reason. The small knob is pushed in to tune the 10's. without any effect on the stored standby frequency or the other modes. When the timer reaches 0. PAESS to start countdown. The small knob is pulled Qut to tune the 1'5. which assigns AM radio frequencies. SETfAST Button . 4.

MOUNTAIN EFFECT: Radio waves reflecting from the surface of mountains may cause the pointer to fluctuate or show an erroneous bearing.MODEL 208 (675 8HP) ELECTRICAL STORMS: 54 DUAL KR-87 ADF/K1228-01 INDICATOR POH SUPPLEMENT ( ( In the vicinity of electrical storms. an AOF indicator pointer tends to swing from the station tuned toward the center of the storm. The is no change to the airplane performance when this avionics equipment is installed. However. ( ( 84-10 For Training Purposes Only 1 April 1998 . If this is not possible. will result in a minor reduction in cruise performance. If possible. This also should be taken into account. tune to the most powerful station at the lowest frequency. An ADF indicator pointer . COASTAL REFRACTION: Radio waves may be refracted when passing from land to sea or when moving parallel to the coastline. NIGHT EFFECT: This is a disturbance particularly strong just after sunset and just after dawn. the installation of an externally mounted antenna or related external antennas. This should be taken into account when taking bearings over mountainous terrain. take the average of pointer oscillations to determine relative station bearing. ( ( ( ( ( ( SECTION 5 PER'FORMANCE .may swing erratically at these times.

REGISTRATION NO. Corneil Executive Engineer Cessna Aircraft Company Delegation Option Manutacturer eE·3 DATE OF APPROVAL ~ '~d COPYRIGHT ~ 1998 CESSNA AIRCRAFT COMPANY WICHITA. and the Bendix/King KCS-55A Slaved Compass System with KI-525A HSI Indicator is installed.i~*..S BENDIX/KING KCS-55A SLAVED COMPASS SYSTEM with KI-525A HSIINDICATOR ( ( ( ( ( ( (" SERIAL NO. ( ( ( ( ( ( ( This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is not equipped with an autopilot system.'t 7 APRIl. 19'98 ( ( WendeliW. KANSAS. USA o Member of GAMA 1 APRIL 1998 D1352·S5·00 S5-1 For Training Purlloses Only . APPROVED B*d(ff.( ( ( ( ( ( (" Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT'.

. .. ( ( S5-2 For Training Purposes Only 1 April 1998 . Revision Level Date of Issue ·1 April 1998 o (Original) LOG OF EFFECTIVE PAGES · PAGE S5-1 thru S5-6 DATE 1 April 1998 REV. NUMBER o ( ( ( ( ( ( ! \ .S5 MODEL 208 (675SHP) KCS-55A SLAVED COMPASS POH SUPPLEMENT ( SUPPLEMENT 5 BENDIX/KING KCS-55A SLAVED COMPASS SYSTEM with KI-525A HSIINDICATOR Use the Log of Effective Pages I .". Pages affected by the current revision are indicated by an asterisk CO) preceding the page number.. i to determine the current status ( ( of this supplement.

Left or down deflection indicates a counterclockwise error of the compass card. Bendix/King KI-525A HSI Indicator (Sheet 1 of 3) 1 April 1998 For Training Purposes Only S5-3 . The KCS-55A compass system includes a slaving control and compensator unit. This system also incorporates a slaving meter. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( 234 14 13 7 12 11 ( ( ( 5 6 7 B 9 10 2685X6014 ( ( ( ( ( Figure 1. The information obtained from the KCS-55A compass system is displayed on the KI-525A Indicator. it is normal for this met~H to show a full deflection to one side or the other. Whenever the aircraft is in 'a turn and the compass card rotates.( ( ( ( ( KCS-55A SLAVED COMPASS POH SUPPLEMENT MODEL20B (675 SHP) 55 SUPPLEMENT BENDIX/KING KCS-55A SLAVED COMPASS SYSTEM with KI-525A HSIINDICATOR SECTION 1 GENERAL The Bendix/King KCS-55A Slaved Compass System with KI-525A HSI Indicator is designed for aircraft which do not inc9rporate an autopilot system. magnetic slaving transmitter and a directional gyro. This meter indicates any difference between the displayed heading and the magnetic heading. Right or up deflection indicates a clockwise error of the compass card. The panel-mounted KI-525A indicator combines the display functions of both the standard Directional Gyro and the Course Deviation Indicator's VOR/LOC/Glideslope information to provide the pilot with a single visual presentation of the complete horizontal navigation situation.

THE BUG ROTATES WITH THE COMPASS CARD. HEADING WARNING FLAG (HOG) . NAV FLAG . KSC-55A SLAVED COMPASS POH SUPPLEMENT KI-525A HORIZONTAL SITUATION INDICATOR (HSI) . It indicates degrees of angular displacement from VOR radials and localizer beams.Positions the course bearing pointer (5) on the corripasscard (10) by rotating the course selector knob. Bendix/King KI-525A HSI Indicator (Sheet 2 of 3) S5-4 . COMPASS .S5 MODEL 208 (675 SHP) 1. 6 7. Figure 1.When flag is in view.The center portion of the omni bearing pointer moves laterally to pictorially indicate the relationship of airplane to the selected course. or displacement in nautical miles from RNAV courses.) ' GLIDESLOPE SCALES · .Indicate displacement from glideslope beam center. Glideslope _ pointers in view indicate a usable glideslope signal is being received. 9. A glideslope deviation bar displacement of 2 dots represents full scale (0.Indicates aircraft magnetic heading on compass card (10).Indicates selected VOR course or localizer course on the compass card (10) .Indicate on the glideslope scale (8) airplane displacement from glideslope beam center. COURSE DEVIATION BAR (D-BAR) . HEADING SELECTOR KNOB . DUAL GLIDESLOPE POINTERS .7°) deviation above or below glideslope beam centerline. 2. :' (Glideslope pointers not shown. the heading display is invalid.Iubber line (3) on GSI.Flag is in view when the NAV receiver signal is inadequate. 12. 10. 5. 8. CARD _. 3. For Training Purposes Only 1 April 1998 . COURSE BEARING POINTER . The gyro is driven electrically. 4.POSITIONS THE HEADING BUG (14) ON COMPASS CARD (10) BY ROTATING THE HEADING SELECTOR KNOB.Indicates direction of VOR station relative to the selected course. 11. LUBBER LINE . TO/FROM INDICATOR FLAG .Provides a pictorial presentation of airplane deviation relative to VOR radials or localizer beams. Rotates to display heading of airplane with reference to . It also displays glideslope deviations and gives heading reference with respect to magnetic north. The selected VOR radial or localizer heading remains set on the compass card when the compass card (10) rotates. COURSE SELECTOR KNOB .

3. CW/CCW 4. ( ( 14. KA-51 B Slaving Accessory and Compensator Unit 1 April 1998 For Training Purposes Only 85-5 . ( ( ( ( Figure 1. 2.Indicates the difference between the displayed heading and the magnetic heading.Moved by heading selector knob (9) to select desired heading . Up . COMPASS MANUAL SLAVE SWITCH .COURSE DEVIATION SCALE . 26B5X6015 ( 1. KA-51B SLAVING ACCESSORY AND COMPENSATOR UNIT . MANUAL/AUTOMATIC (FREE/SLAVE) COMPASS SLAVE SWITCH Selects either the manual or automatic slaving mode for the Compass System.A course deviation bar displacement of 5 dots represents full scale (VOR = ± 10°. SLAVING METER . NAV APR = 1-1 /4nm) deviation from beam centerline. deflection indicates a clockwise error of the compass card .With the manual/automatic compass slave switch in the FREE position. HEADING BUG . Figure 2. ( (~ ": . Bendix/King KI -525A H811ndicator (Sheet 3 of 3) 2 3 ( ( ( 4 ~~. The switch is spring loaded to the center position. LOC = ± 2-1/2°.'.~. allows manual compass card slaving in either the clockwise or counterclockwise direction. RNAV = 5nm.( ( KC8-55A SLAVED COMPASS POH SUPPLEMENT MODEL 208 (675 8HP) S5 ( ( ( 13. Down deflection indicates a counterclockwise error of the compass card.Controls the KCS-55A Compass System.

S5 MODEL 208 (675 SHP) KSC-SSA SLAVED COMPASS POH SUPPLEMENT ( ( . SECTIONS PERFORMANCE There is no change to the airplane performance when the Bendix/King KCS55A Slaved Compass System with KI-525A HSI Indicator is installed. ( ( 8S-6 For Training Purposes Only 1 April 1998 . LIMITATIONS There is no change to the airplane limitations when the Bendix/King KCS-55A Slaved Compass System with KI-525A HSllndicator is installed.". installed. ( SECTION 4 NORMAL PROCEDURES There is no change to the airplane normal procedures when the Bendix/King KCS-55A Slaved Compass System with KI-525A HSllndicator is installed. SECTION 2 ( ( SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the Bendix/King KCS-55A Slaved Compass System with KI -525A HSI Indicator is . ( ( ( ( ( ( ( ( ( ( ( .

f Wendell W.. ' ".i.~on Compa1l)l . ( ( . ( ( ( ( APPROVEDBr4md{ff.( ( / \ ( ( ( ( Pilot's Operating Handbook and A T".. Cornell Executive Engineer Cessna Aircraft Company DelegationOplioll Manufacturer CE·3 ( ( DATEOFAPPROVAL 7 APRII. 1 APRIL 1998 ( 56·1 For Training Purposes Only .1'9': COPYRIGHT 1)1996 CESSNA AIRCRAFT COMPANY WICHITA./998 ( ( ( ( .~ ". CeSSria ~ ( ( ( FAA Approved Airplane Flight Manual . USA 01352-S6-00 o Member of GAM A .'.- SERIAL NO. KANSAS.i~ Hf". REG ISTRATlON NO. This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the airplane is equipped with The Northern Airborne Technology NPX138 FM Transceiver. CESSNA MODEL 208 (675 SHP) SUPPLEMENT 6 NORTHERN AIRBORNE TECHNOLOGY NPX138 FM TRANSCEIVER ( ( ( ( ( ( ( ( ( (C '" ': -.

NUMBER 1 April 1998 o ( ( ( ( ( ( ( ( ( \.S6 MODEL 208 (675 SHP) NPX138 FM TRANSCEIVER POH SUPPLEMENT ( ( ( SUPPLEMENT 6 NORTHERN AIRBORNE TECHNOLOGY NPX138 FM TRANSCEIVER Use the Log of Effective Pages to determine the current status oJ this supplement. Pages affected by the ·current revision are indicated by an asterisk (*) preceding the page number. Revision Level Date of Issue ( ( ( o (Original) 1 April 1998 LOG OF EFFECTIVE PAGES PAGE S6-1 thru S6-4 DATE REV. -c( ( 86-2 For Training Purposes Only 1 April 1998 .

channel scan mode. The NPX138 FM Transceiver has separate controls for selecting channel display mode. for this installation. and guard mode. and drop-outs in signal coverage have been observed in various quadrants beyond 85 nautical miles. and an alpha/numeric identifier.( ( ( NPX138 FM TRANSCEIVER POH SUPPLEMENT MODEL 208 (675 SHP) S6 ( ( / -"'''' . display brightness. ( ( ( ( ( ( ( SECTION 2 LIMIT ATIONS ( ( ( The NPX Panel Mount Radio Installation and Operation Manual must be aboard the aircraft whenever the NPX138 FM Transceiver is used for communications. and each of the 100 available channels is capable of including a receive frequency and CTCSS tone. panel mount radio used for FM communication within the · high band of the VHF spectrum. receiver volume. transmit frequency and CTCSS tone.5 kHz increments. However.0/12. 1 April 1998 For Training Purposes Only S6-3 . NOTE ( Operations have been demonstrated to 85 nautical miles. preset channels. SUPPLEMENT ( NORTHERN AIRBORNE TECHNOLOGY NPX138 FM TRANSCEIVER SECTION 1 GENERAL The Northern Airborne Technology NPX138 FM Transceiver is a stand-alone. The NPX138 covers a frequency range of 138 MHz to 174 MHz in 5. editing mode. all guard features will not be operational. SECTION 3 EMERGENCY PROCEDURES There are no changes to the airplane emergency procedures when this avionic equipment is installed.

re the same as those in the NPX Panel Mount ..">. the installation of the externally mounted antenna will result in a minor reduction in cruise performance.MODEL 208 (675 SHP) 56 NPX138 FM TRANSCEIVER POH SUPPLEMENT ( ( ( NORMAL PROCEDURES The operating procedures . except all guard features described I.. will not be operational for this installation . ( :::. ( ( S6-4 For Training Purposes Only 1 April 1998 . ( SECTION 5 PERFORMANCE There are no changes to the airplane performance when this aVIOniC equipment is installed. a Radio Installation and Operation Manua'. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( \..: . SECTION 4 ' . However. ( .

Corneil Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( ( ( C Member of GAMA COPYRIGHT tl1998 CESSNA AIRCRAFT COMPANY WICHITA.( ( ( ( ( A Textron Company Cessna ~ ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( CESSNA MODEL 208 (675 SHP) ( ( SUPPLEMENT 7 AIR CONDITIONING SYSTEM (Standard 208 Only) SERIAL NO. if the airplane is equipped with an air conditioning system. ( ( ( ( ( ( ( ( ( APPROVED ( ( B!4eu({PfJ~fW'f 7 APRIl. REGISTRATION NO. USA 1 APRIL 1998 ( D1352·S7·00 S7-1 For Training Purposes Only . 19'38 Wendell W. KANSAS. This supplement must be inserted into Section 9 of the Cessna Model20B (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.

( ( Revi'slon Level . Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.57 MODEL 208 (675 SHP) AIR CONDITIONING SY8TEM POH SUPPLEMENT SUPPLEMENT 7 AIR CONDITIONING SYSTEM Use the Log of Effective Pages to determine the Current status ~ of this supplement. Date of Issue 1 April 1998 ( ( o (Original) ( LOG OF EFFECTIVE PAGES . ( PAGE S7-1 thru 87-9/87-10 DATE 1 April 1998 REV. NUMBER o 87-2 For Training Purposes Only .

and the condenser. 11 directly above the rear-seat passengers. provide separate HIGH or LOW speed control of each evaporator fan. System electrical protection is provided by four 15-ampere "pull-off" type circuit breakers. providing uncooled ventilating air to the cabin. When the air conditioning system is operating. one each in the left and right wing root area. COOL. RIGHT VENT BLWR. The three two-position switches. and three directing air forward from the aft cabin bulkhead). all labeled .AIR CONDITIONING SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 57 SUPPLEMENT AIR CONDITIONING SYSTEM SECTION 1 GENERAL ( ( ( ( The air conditioning system provides comfortable cabin temperatures during hot weather operations. Placing the switch in the VENTILATE position activates only the system evaporator fans. The evaporator units direct coolep air to a series of overhead outlets in the cabin headliner. labeled LEFT VENT BLWR. ( ( ( ( ( 1 April 1998 For Training Purposes Only S7-3 . and AIR COND CONT. and one in the tail cone behind the aft cabin bulkhead. The system condenser is mounted in the engine compartment beneath the engine and is provided with an inlet and an ·outlet in the lower left side of the engine cowling to supply cooling airflow through the condenser. Three evaporator units with integral blowers are located.AC FANS. a belt-driven compressor is located on the engine accessory section. cooled air is supplied to the cabin through 16 overhead adjustable outlets (one each above the pilot and front passenger. labeled OFF. Controls for the air conditioning system are located at the lower edge of the instrument panel directly above the control pedestal. and three two-position. toggle-type fan switches. evaporators. Controls consist of one three-position. In this system (see (Figure 1). from the OFF position to the COOL position starts the system compressor and evaporator fans. Placing the three-position switch. toggle-type air conditioning switch. both on the ground or in flight. located on the left sidewall switch and circuit breaker panel. Refrigerant lines under the floorboards and in the fuselage sides interconnect the compressor. VENTILATE. AFT VENT BLWR.

VALVE INORMALLY SPRINGLOAOED CL05EO-ORA~N OPEN IIHEN VENTILATING AIR · SHUTOFF VAL YE 15 CLOSED DURING AIR CONDItiONING) lONE EACH UING) VENTILATING AIR INLET ( IN UPPERUI NG STRUT FA IRING! VENTILATING AIR DOOR lONE EACH SIDE) (CLOSED DURING AIR CONDI TIONI N Gt INSTRUMENT PANEL VENT ILAT ING OUTlET ~NO CONTROL (ONE EACH SIDE) ADJUSTA8'LE PILOT AND FRONT PASSENGER OvERHEAD OUTLETS lONE EACH.. _. Schreder valves ere acceSSible fol' serviCing through the engine comportment ..~o ._ LU1 11'1 RIIlIT ( IJ'fQJ _'LAlE ( HIGH PRESSURE SAFETY S~ I TeH CONDENSER AIR DUTLET~ · ' TO LEfT TO AFT TO RIGHT EVAPORATOR EVAPORATOR EVAPORATOR fAN FAN fAN RECEI VER/DRYER~~_t '=~~~~~lJ RETURN AIR FLOII CONTROL . the sight gless Is Ilccesslble beneath an Inspection cover behind the front passenger ' s S811t . 5IDE) VENTILATING AIR I NLET I IN UPPER t====:::::. VAPOR REFRIGERANT DRAIN LINE . ( .ELECTRICAL CONNECTION MECHAN I CAL CONNECT I ON ( ( ( 2665T1006 Figure 1.MODEL 208 (675 SHP) S7 AIR CONDITIONING SYSTEM POH SUPPLEMENT TO SYSTEM COMPRESSOR AND EVAPORATOR fAN SII ITCHES COMPRESSOR CONDENSER CONDENSER AIR INLET~ 0. IIING STRUT fAIRING L SHUTOFF VALVE lONE EACH UING) OVERHEAD vENT AI R CONTROL (CLOSED OURING AI R CONO 1l 10NING) LEfT EVAPORATOR 1\lITH CONDENSATE DRAIN) ANO fAN RIGHT EVAPORATOR (II ITH CONDENSATE ORA IN) AND FAN NOTE The reciver/dryer end. ADJUSTABLE REAR PASSENGER OVERHEAO VENTILATING OUTLETSIS) AFT CAB I N OUTLETS o _ 0Ii0:lIE: RAM AIR fLOIi RETURN AIR COLO AIR L1DUID REFRIGERANT RETURN AI R DUCT ( ( AFT EVAPORATOR IUITH CONDENSATE DRAIN)I~~1ZlIZI_tI AND fAN = . Air Conditioning System S7-4 For Training Purposes Only 1 April 1998 .A I R DIIlIIIIJII"'I( flll6 CD.

( ( ( ( ( ( ( ( ( OPERATION OF THE AIR CONDITIONER MAY CAUSE A COMPASS DEVIATION OF MORE THAN 10 DEGREES. with positions labeled AIR ON and AIR OFF. Each rear passenger outlet has a separate rotary-type control beside the outlet. to control airflow volume through the outlet.( AIR CONDITIONING SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 57 ( ( ( ( ( ( The pilot's and passenger's overhead outlets are the swivel type for optimum positioning.floorboard inspeQtion cover behind the front passenger's seat to the sight glass and Schrader valves. WHEN TAKEOFF TORQUE SETIINGS ARE BELOW 1865 FT. THE AIR CONDITIONER MUST BE OFF FOR TAKEOFF AND LANDING. ( E: ( \:"y/ ( ( ( 1 April 1998 For Training Purposes Only S7-5 . The three aft cabin outlets are directionally adjustable. ( ( ( ( A WARNING The following placards must be Installed In view of the pilot. Access for servicing the system is provided through the engine cowling to the receiver/dryer and through a . LBS. Ibs. and airflow volume is controlled by rotating the outlet nozzle which controls an internal valve. the air conditioner must be turned off for any takeoff or landing under those conditions. ( ( ( SECTION 2 LIMITATIONS When the takeoff torque setting per the Engine Torque For Takeoff chart in Section 5 of the basic handbook is less than 1865 ft.

Check condenser inlet and outlet louvers on lower left side of cowling for installation. condition. ( ( 1. 2. Air conditioning system components should be inspected as follows: SECTION 4 1.CLOSE. OPERATION ON GROUND After preflight inspection and engine start.Air Conditioning Fan Switches -..HIGH.before flight. Overhead Air Outlets ".OPEN. 2. use the following procedures for quickest reduction of hot cabin temperatures prior to takeoff: Cabin Doors and Windows -.ADVANCE as required tor minimum Ng ot ·54 percent. Instrument Panel Vent Controls -. open cabin doors to aid in cool-down of the cabin . 5. Overhead Vent Air Outlets -. Fuel Condition Lever -. Check compressor condition and drive belt for tightness. Air Conditioning Switch -. 7.S7 MODEL 208 (675 SHP) AIR CONDITIONING SYSTEM POH SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the . 6.PUSHED IN. · \ NORMAL PROCEDURES PREFLIGHT INSPECTION During the preflight (walk around) inspection. air conditioning system is installed. .COOL. 3. and blockage. 3. 4.L" " S7-6 For Trai?ing Purposes Only 1 April 1998 . Check hoses (where visibility permits) from compressor to the condenser and evaporators for evidence of damage or leakage.CLOSED. ( ( t \ J ~ •• l.

Air Conditioner Switch -.( ( AIR CONDITIONING SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 57 ( A CAUTION Under extremely hot OAT and/or high ground elevation conditions. If the temperature of the air coming from the outlets does not start to cool within a minute or two. BEFORE TAKEOFF ( ( ( ( • ( ( ( ( • ( ( R After Initial Cool-Down -. Refer to Section 5 for takeoff power. operation of the fans on LOW speed and opening of the overhead vent air controls may be more comfortable. switches to LOW if desired. Ground operation of the air conditioner with the propeller in beta range for prolonged periods will cause the air conditioning compressor pressure safety switch to disengage the compressor clutch. Advance the fuel condition lever towards HIGH IDLE to Increase the Idle N~ as required to maintain a satisfactory ITT (685 C or lower) NOTE • For increased cooling during ground static conditions./ Initially. increase Ng to 60-65 percent for a higher air conditioning compressor RPM. the system may be malfunctioning and should be turned off. Later in the flight.AS DESIRED (OFF or VENTILATE if takeoff torque is below 1865 ft-Ibs). OPERATION IN FLIGHT ( ( ( (~. ( ( 1 April 1998 For Training Purposes Only S7-7 .REPOSITION air conditioning fan ( ( { 1.and therefore should be avoided. it may be desirable to operate the system with the air conditioner fans on HIGH for fast cool-down. the Idle ITT may exceed ( ( ( the maximum Idle ITT limitation of 685°C.

discharge temperature sufficiently to clear the frost.AS DESIRED (OFF or VENTILATE if takeoff torque under landing conditions would be set below 1865ft-lbs).' time . This is accomplished by placing the air conditioner switch in . the compressor cycles off when temperatures in the evaporators nears 32°F (O°C). If frost does form as evidenced by reduced cooling airflow.MODEL 208 (675 SHP) 57 AIR CONDITIONING SYSTEM POH SUPPLEMENT During extended flight when temperature and humidity are extremely high. AFTER LANDING 1. if cooling ability cannot be restored within a reasonable 'amount of . and approximately 1% increase in fuel required for a given trip as a result of the air conditioner installation. SECTION 5 PERFORMANCE There is a 10 FPM reduction in climb performance. !". S7-8 For Training Purposes Only 1 April 1998 . 1 to 2 KTAS decrease in cruise performance. the evaporator coils may frost over.AS DESIRED. The system will cycle on again when the pressure reduces. NOTE A high pressure safety switch in the air conditioning system disengages the compressor clutch and stops system operation in the event the system becomes overloaded. However. The blower portion of the system m~y be used anytime air circulation (outside or cabin air) is desired. HIGH speed fan positions. Normally. the system may be malfunctioning and should be turned off.the VENTILATE position and placing the fanswitches in LOW or HIGH positions as desired. turn the air conditioner switch to VENTILATE and select the ' This should increase evaporator . BEFORE LANDING 1. Air Conditioner Switch -. Air Conditioner Switch -.

above the critical altitude for 675 SHP (ITT at maximum climb ITT limit and torque below 1865·ft-lbs). there is a 25 FPM loss in maximum rate of climb. CRUISE ( ( ( ( ( ( ( ( ( ( (~-- ( ( ( When cruising at altitudes where the maximum allowable cruise power is below the torque limit (as noted in the Cruise Performance tables in Section 5 of the basic handbook). This will result in an approximate 2 KTAS decrease in maximum cruise performance and a slight increase (1 percent) in fuel required for a given trip.CO ( ( ( 1 April 1998 For Training Purposes Only S7-9/S7-10 . CLIMB When climbing at altitudes . ( ( ( ( ( ( ( ( (J:. . When the air conditioner is operating (compressor engaged). ( '\ This reduction ·in climb and cruise performance may be eliminated by installation of the condenser duct inlet and exit cover plates during flights when the air conditioner will not be used . reduce this setting by 40 ft-Ibs when the air conditioner is operating.( ( ( AIR CONDITIONING SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 57 ( ( ( . the following additional' performance changes are also applicable: TAKEOFF The air conditioner installation has no appreciable effect on takeoff distances.

· ( ( ( For Training Purposes Only .

USA o Member of GAMA 1 APRIL 1998 ( 01352-58-00 ( ( 88-1 For Training Purposes Only .( ( ( ( ( (_ \'" . REGISTRATION NO. ATexlron Company CeSSrii ( ( ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 208 (675SHP) SUPPLEMENT 8 ( ( ( ( ( ( ( ( c.. /998 Wendell W.. f' COPYRIGHT c 1998 CESSNA AIRCRAFT COMPANY WICHITA. KANSAS.... Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( ( ( ( ~. ifthe airplane is equipped with a cargo doors removed kit.'f 7 APRIl. APPROVED BY}leytdfi~fAI. CARGO DOORS REMOVED KIT SERIAL NO. ( ( ( ( ( ( This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.~ .. ( ...

of this supplement.S8 MODEL 208 (675 SHP) CARGO DOORS REMOVED KIT POH SUPPLEMENT J SUPPLEMENT 8 CARGO DOORS REMOVED KIT Use the Log of Effective Pages to determine the current status. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. Revision ·Level Date of Issue 1 April 1998 o (Original) LOG OF EFFECTIVE PAGES PAGE DATE REV. NUMBER 88-1 thru 88-4 1 April 1998 o 88-2 For Training Purposes Only 1 April 1998 .

.. The kit consists of a vented spoiler installed on the forward cargo door hinges to minimize airflow buffeting within the cabin with the cargo doors removed.. With cargo door removed. emergency air drops. A WARNING With the cargo doors removed and the spoiler Installed. the following placards must be installed 1. On aft side of spoiler: PASSENGER AIRSTAIR DOOR MUST NOT BE OPENED IN FLIGHT WITH CARGO DOOR REMOVED r": ~. etc. 4.. aerial photography. ( ( SECTION 2 LIMITATIONS 1.j 1 April 1998 For Training Purposes Only S8-3 . 2. 3. Intentional stalls with cargo doors removed prohibited. maximum airspeed must not exceed 155KIAS..( CARGO DOORS REMOVED KIT POH SUPPLEMENT MODEL 208 (675 SHP) S8 ( ( SUPPLEMENT ( \ . Removal of the cargo doors is not approved in conjunction with installation of the amphibian or floatplane options..'- ( ( CARGO DOORS REMOVED KIT SECTION 1 GENERAL Tlie cargo doors removed kit is designed to improve passenger comfort and facilitate passenger-to"pilot communications ' during special purpose operations such as skydiving.. Removal of the cargo doors requires that the spoiler be installed.

result.is flown with the cargo doors removed kit installed since significant performance decrements . S8-4 For Training Purposes Only 1 April 1998 .MODEL 208 (675SHP) S8 CARGO DOORS REMOVED KIT POH SUPPLEMENT 2. Face protection is also recommended for passengers near the door opening. With the cargo doors removed kit installed. DO NOT USE ALTERNATE STATIC SOURCE. MAXIMUM AIRSPEED 155 KIAS WITH CARGO DOORS REMOVED J ( ( ( SECTION 3 EMERGENCY PROCEDURES There are no changes to the airplane emergency procedures when the cargo doors removed kit is installed. however. all loose equipment should be removed ' or secured. On the pilot's instrument panel near the airspeed indicator:. flight characteristics are essentially unchanged. takeoff distance is increased by as much as \" .( 200 feet. FPM. Adjacent to the static pressure alternate source valve: CAUTION WITH CARGO DOORS REMOVED. Installation of the spoiler substantially reduces airflow buffeting in the cabin. SECTION 4 SECTION 5 PERFORMANCE Airplane performance information ' provided in the basic handbook does not apply when the airplane . NORMAL PROCEDURES Both cargo doors (upper and lower) must be removed in order to install the spoiler. For example. 3. and cruise speed is reduced by approximately 15 knots. maximum rate of climb is reduced by approximately 150 ' ..

This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. i COPYRIGHT c 1998 CESSNA AIRCRAFT COMPANY WICHITA. - A T""lron Company CeSSri8 ~ ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 9 ( ( ( ( ( CARGO POD' ( ( ( ( ('..".( ( ( ( ( ( ( (" '.. REGISTRATION NO.i. : SERIAL NO. ( ( ( ( ( APPROVEDB~~~*. Cornell Cessna Aircraft Company Delegation Option Manufacturer CE·3 Executive Engineer ( ( DATE OF APPROVAL 7 APR'I.. KANSAS.. if the airplane is equipped with a cargo pod... USA 01352·S9·00 o Member of GAMA 1 APRIL 1998 S9·1 For Training Purposes Only ..I998 ( ( ( ( ''...~'~ Wendell W...

Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. Revision Level Date of Issue o (Original) 1 April 1998 LOG OF EFFECTIVE PAGES PAGE S9-1 thru 89-5/89-6 DATE 1 April 1998 REV. NUMBER o 89-2 For Training Purposes Only 1 April 1998 .MODEL 208 (675 SHP) 59 CARGOpob POH SUPPLEMENT SUPPLEMENT 9 CARGO POD Use the Log of Effective Pages to determine the current status: of this supplement.

The pod attaches to the bottom of the fuselage with screws and can be removed.a layer of Kevlar. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( { ( ( ( ( ~ . The pod is divided into three separate compartments divided by aluminum bulkheads.( ( CARGO POD POH SUPPLEMENT MODEL 208(675 SHP) S9 ( ( SUPPLEMENT ( . . installation and removal of the fuel drain lines for the fuel line connector covers. ( ( CARGO POD SECTION 1 GENERAL The cargo pod provides additional cargo and baggage space. which is hinged at the bottom. ·' ~. The pod is fabricated with a Nomex inner housing. and installation and removal of the fuel drain lines which are routed from the reservoir tank to the left side of the pod. for increased performance and useful load.~:<:'yt·i 1 April 1998 For Training Purposes Only 89-3 . on the left side q.if desired. Each compartment has an individual loading door.7 cubic feet and has a loadcarrying capacity of 870 pounds. Each door is secured in the closed position by two handJes which latch the doors when rotated 90 degrees to the horizontal position. Dimensions of the pod and its loading door openings are contained in Section 6 of the basic handbook. This includes installation and removal of the DME and transponder antennas mounted on the bottom of the pod.-. The volume of the cargo pod is 83. Complete instructions for installation and removal of the cargo pod are contained in the Maintenance Manual. and an outer layer of fiberglass.tthe pod.

MAX. Landing -.NORMAL. Airspeed -. PER SQ. PER SQ. FLOOR LOADING . MAX. 2. FLOOR LOADING 30 LBS. SECTION 3 EMERGENCY PROCEDURES INADVERTENT OPENING OF AIRPLANE DOORS IN FLIGHT CARGO POD DOOR(S) OPEN 1. a.S9 MODEL 208 (675 SHP) CARGO POD POH SUPPLEMENT SECTION 2 LIMITATIONS A WARNING The following Information must be presented In the form of placards located on the inside of the cargo pod doors~ FWD. 30LBS.MAINTAIN LESS THAN 125 KIAS. 89-4 For Training Purposes Only 1 April 1998 . PER SQ. Land -.AVOID A NOSE-HIGH FLARE. WEIGHT 230 LBS. COMPARTMENT MAX.As soon as practical. COMPARTMENT MAX. NO SHARP EDGES eTR. b. MAX. WEIGHT 310 LBS. FLOOR LOADING 30 LBS. NO SHARP EDGES . FT. FT. WEIGHT 280 LBS. NO SHARP EDGES AFT COMPARTMENT MAX. Approach -. FT.

( 20. 14.000 12..ELLER FEATHERED 1_-1-_40 * FLAPS UP * ZERO WIND ~~--4--~ ( ( u. Figure 1.000 8000 6000 4000 2000 ( ( ( LU ~ a: f- z a: LU ( III ~ 0 > ( ( ( :r f- (" ~ (!) .NAUTICAL MILES 26856035 ( ( ( ( ( ( ("~.' ( f\. Maximum Glide ( 1 April 1998 ( 89-5/S9-6 For Trainine Purposes Only .000 10.000 18. W :r ( ( ( a ( ( ( a 5 10 15 20 25 30 35 40 45 50 GRQUND DISTANCE .000 16.( ( CARGO POD ( ( POH SUPPLEMENT MODEL 208 (675 SHP) 59 ( / '..000 f- ( ( * PROP. .

( { For Training Purposes Only .

if the airplane is equipped with an Astro Tech LC-2 Digita I Clock ( ( ( ( ( ( APPROVEDB~U"Rfi(./ COPYRIGHT (J 1998 CESSNA AIRCRAFT COMPANY WICHITA.M'n'f Wendell·W ..' ( SERIAL NO..I998 ( r· . REGISTRATION NO."'. Cornell EXBculive Engineer Cessna Aircraft Company Delegalion Option Manufacturer CE-3 ( ( ( DATE OF APPROVAL 7 APRII. ( ~. USA o Member of GAMA 1 APRIL 1998 ( { 01352-810-00 ( 810-1 For Trajning Purposes Only . This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.•. KANSAS.) .( ( ( ( ( ( ( ( ( ( ( A Texln>n Company CeSSna ~ Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 208 (675 SHP) ( ( ( SUPPLEMENT 10 ASTROTECH LC-2 DIGITAL CLOCK (r-'~~ ( ( ( ~... ..

indicated by an asterisk (*) preceding the page number.S10 MODEL 208 (675 SHP) DIGITAL CLOCK POH SUPPLEMENT SUPPLEMENT 10 ASTRO TECH LC-2 DIGITAL CLOCK Use the Log of Effective Pages to determine the current status of this supplement. Revision Level Date of Issue 1 April 1998 o (Original) LOG OF EFFECTIVE PAGES PAGE 810-1 thru 810-7/810-8 DATE REV. . NUMBER 1 April 1998 o 810-2 1 April 1998 For Training Purposes Only . Pages affected by the current revision are .

such as in-flight check points or legs of a cross-country flight. solid state time keeping device which will display to the pilot the time-of"day. These control functions are summarized in Figure 2 and 3. To activate the test function. 1 April 1998 For Training Purposes Only S10-3 . ( ( ( ( ( ( ( ( ( ( ": \. The digital display features an internal light (back light) to ensure good visibility under low cabin lighting conditions or at night. the calendar date.< " ( ( ( ( ( ( SECTION 2 LIMITATIONS There is no change to the airplane limitations when the digital clock is installed.DIGITAL CLOCK POH SUPPLEMENT : MODEL 208 (675 SHP) S1 0 ( ( ( ( ( SUPPLEMENT ( " \ ASTRa TECH LC-2 DIGITAL CLOCK SECTION 1 GENERAL The Astra Tech LC-2 Quartz Chronometer (see Figure 1) is a precision. These three modes of operation function independently and can be alternately selected for viewing on the four digit liquid crystal display (LCD) on the front face of the instrument. The intensity of the back light is controlled by the L FLT PANEL lights rheostat. In addition. and the elapsed time interval between a series of selected events. the display incorporates a test "function (see Figure 1) which allows checking that all elements of the display are operating. Three push button type switches directly below the display control all time keeping functions. ( ( ( EMERGENCY PROCEDURES SECTION 3 ( ( ( (~":: There is no change to the airplane emergency procedures when the digital clock is installed. press the LH and RH buttons at the same time. etc.

::JRSI) . simply press the RH button again for two seconds or longer. the calendar date appears numerically on the display with month of year to the left of the colon.. and day of the month shown to the right of the colon.. MODE §(T/AV Clock Mode Indicator (12 Hour Format Onlyl ~ n/SV AH Push Button . t. Digital Clock NORMAL PROCEDURES CLOCK AND DATE OPERATION ( SECTION 4 When operating in the clock mode (see Figure 2).5 seconds. Center Push Button 2685X1089 Figure 1. If the RH push button is pressed momentarily while in the clock mode.S10 MODEL 208 (675 SHP) rest Mode Display DIGITAL CLOCK POH SUPPLEMENT ". if the RH button is pressed continuously longer than approximately two seconds.the display will return from the date to the clock mode with the activity indicator (colon) blinking altered to show continuously or be blanked completely from the display. However. S10-4 For Training Purposes Only 1 April 1998 . LH Push Button . and correct colon blinking will be restored.--Activity Indicator (Colon I -A A- Timer Mode Indicator ~ ' TIMER SET CLOCK . Should this occur. The display automatically returns to the clock mode after approximately 1. the display shows the time of day in hours and minutes while the activity indicator (colon) will blink off for one second each ten seconds to indicate proper functioning.

( ( digits.. 59 sec. Notice that in the 24-hour format. (' ( ( ( ( ( ( Timer Mode Indicator ( ( ( LH Button: Sets date and time of day (when used with RH) button.5 seconds Figure 2. 12-hour format operation may be selected by changing the position of an internal slide switch accessible through a small hole on the bottom of the instrument case. RH Button: Shows calendar d~te momentarily. display returns to clock mode after 1. timer starts from any F. ( ( ( ( ( ( Figure 3.reviously accumulated tota. Timer Mode NOTE ( ( ( { :~ { ~.( ( ( DIGITAL CLOCK POH SUPPLEMENT S10 MODEL 208 (675 SHP) (' ( Seconds Digits (Until 59 min. 1 April 1998 For Training Purposes Only S10-5 . Center Button: Alternately displays clock or timer status. the clock mode indicator does not appear. Clock Mode LH Button: Resets timer to 'zero. then min.:4- The clock mode is set at the factory to operate in the 24-hour format. However. RH Button: Alternately starts and stops timer.' Center Button: Alternately displays clock or timer status.

and the clock returns to the normal time keeping mode without alerting the minutes timing. TIMER OPERATION The completely independent 24-hour elapsed time (see Figure 3) is operated as follow: press the center (MODE) push button until the timer mode indicator appears. press the RH button to restart normal clock timing. press the LH button again. and the date will advance to March 1. In such a case. Pressing the LH button two additional times will cause the time to appear with the hours digits flashing. At the exact instant the time standard reaches the value "held" by the display. This may be corrected the following day by resetting the mode back to March 1. again to cause the day of month to appear flashing. Advance the minutes digits to the next ( whole minute to be reached by the time standard and "hold" the \ display by pressing the LH button once more. S10-6 1 April 1998 For Training Purposes Only . February 29 of each leap year is not programmed into the calendar mode. which will now be synchronized to the time standard. do not advance the minutes digits while they are flashing. Once set correctly. Push the LH button . then advance as before using RH button until correct day of month appears. Press the RH \ button to cause the month to advance at one per second (holding button). Reset the display to "zero" by press. \~.S10 MODEL 208 (675 SHP) SETTING CORRECT DATE AND TIME DIGITAL CLOCK POH SUPPLEMENT The correct date and time are set while in the clock mode using the LH and RH push buttons as follows: press the LH button once to cause the date to appear with the month flashing.{ . Instead. or one per push until the correct month appears. ing the LH button. for example when changing time zones. however. . it may not be necessary to advance the minutes digits of the clock. In some instances. advance the hour digits to the correct hour as referenced to a known time standard. USing the RH button as before. Another push of the LH button will now cause the minutes digits to flash . the date advances automatically at midnight each day.

the colon blinks off for one second each ten seconds. The timer will begin counting in minutes and seconds and the colon (activity indicator) will blink off for 1/1 0 second each second. ( ( ( ( ( ( ~~. the timer changes to count in hours and minutes up to a maximum of 23 hours.To stop timing the event. The hold status of the timer can be recognized by lack of colon activity. ( ( ( SECTION 5 PERFORMANCE There fs no change to the airplane performance when the digital clock is installed.." Successive pushes of the RH button will alternately restart the count from the "held" total or stop the count at a new total. press the RH button once again and the time shown by the display is "frozen. 59 minutes. ( ( Begin timing an event by pressing the RH button. ( ( ( ( ( ( ( ( ( (~~~.( ( ( ( ( DIGITAL CLOCK POH SUPPLEMENT 510 MODEL 208 (675 SHP) ( ( ( ( ("'. The timer can be reset to "zero" at any time using the LH button . either continuously on or continuously off. . Ouring the count in hours and minutes. When 59 minutes 59 seconds have accumulated. ( ( ( 1 April 1998 For Training Purposes Only 51 0-7/51 0-8 .

( ( ( ( ( ( ( ( ( For Training Purposes Dilly .( ( ( ( ( (' ( ( ( ( .

USA 01352-511-00 1 APRIL 1998 S11-1 For Training Purposes Only . ( ( ( ( ( ( ( ( ( This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. APPROVED B~4dfJ/:r. Corneil .+<*"~'f 7 APR11. KANSAS. Executive Engineer Cessna Aircraft Company DelegalionOplion Manufacturer CE·3 ( DATE OF APPROVAL ( f) . REGISTRATION NO • .Member of GAMA ( ( () COPYRIGHT c 1998 CESSNA AIRCRAFT COMPANY WICHITA..1998 ( Wendell W.( ( ( ( ( A Texlron COOlpany CeSSri8 ~ ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CE~SNA MODEL 208 (675 SHP) ( ( ( SUPPLEMENT 11 ELECTRIC ELEVATOR TRIM SYSTEM SERIAL NO. if the airplane is equipped with the electric elevator trim system.

511 MODEL 208 (675 SHP) ELECTRIC ELEVATOR TRIM SYSTEM POH SUPPLEMENT ( SUPPLEMENT 11 ELECTRIC ELEVATOR TRIM SYSTEM Use the Log of Effective Pages to determine the current status\· of this supplement. Revision Level Date of Issue 1 April 1998 ( ( ( ( ( ( ( ( o (Original) LOG OF EFFECTIVE PAGES PAGE 811-1 thru 811-5/S11-6 DATE 1 April 1998 REV. Pages aHected by the current revision are indicated by an asterisk (*) preceding the page number. 1 April 1998 For Training Purposes Only . NUMBER ( ( ( o ( ( ( ( ( ( ( ( ( ( S11~2 .

<- SUPPLEMENT f: ( ELECTRIC ELEVATOR TRIM SYSTEM \. During normal operation of the electriC elevator trim .the center off position. The dual segmented trim switch and pushbutton autopilot switch are located on t he left control wheel grip. system. the "pull-off" circuit breaker is on the left sidewall switch and circuit .. a solenoid gear engage mechanism. Simultaneously pushing the dual segments of the trim switch forward to the ON position moves the elevator trim tabs and the trim wheel in the "nose down" direction. conversely pulling the dual segments aft to the UP ppsition moves the tabs and trim wheel in the -"nose up" direction. SECTION 1 GENERAL ( ( ( ( R. 3-position trim .switch with each segment labeled DN and UP.( ( ELECTRIC ELEVATOR TRIM SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 511 ( ( ( / . a red momentary pushbutton autopilot disengage/trim disconnect switch labeled APITRIM DISC. The system is controlled by a dual-segmented. ( ( ( ( ( SECTION 2 LIMITATIONS There is no change to the airplane limitations when the electric elevator trim system is installed. thus stopping movement of the trim tabs and elevator trim wheel. labeled ELEV TRIM.----· ( ('< ( ( The electric elevator trim system provides a simple method of relieving pitch control pressures without interrupting other control operations to adjust the manual elevator trim wheel. 1 April 1998 For Training Purposes Only S11-3 . and a "pull-off" type circuit breaker. the trim actuator is disconnected from the trim system and does not impede manual adjustment olthe trim tabs by the elevator trim wheel. breaker panel. When the dual segments of -the trim switch are in . The dual segments of the trim switch are spring-loaded to automatically return to the center off position when they are released from the DN or UP positions. a trim actuator (which includes an electric motor. and an override slip clutch) moves the trim tabs in the selected direction.

S11 MODEL 208 (675 SHP) ELECTRIC ELEVATOR TRIM SYSTEM POH SUPPLEMENT SECTION 3 EMERGENCY PROCEDURES . Elevator Control -. 2. ( ( ( ( ( A CAUTION ( If movement of the elevator trim wheel is noted during steps 1 or 2.INDIVIDUALLY PUSH FORWARD to ON position and HOLD momentarily.PUSH and RELEASE. ( ( elevator. then release elevator trim switch to center off position. OBSERVE · NO MOVEMENT of elevator trim wheel. Elevator Trim Switch Segments -. ". the electric elevator trim system has malfunctioned. 4.OVERPOWER as required. 3..and OBSERVE MOVEMENT of elevator trim wheel and elevator trim tab in proper direction. 4. Both Segments of Electric Trim Switch ". ( SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF The following electric trim system checks should be made prior to each flight: 1. then release elevator trim switch to center off pO$ition.INDIVIDUALLY PULL AFT \ to UP position and HOLD momentarily. AlP TRIM DISC PushbuHon -.' ( ( ( . ( 1.PUSH FORWARD SIMULTANEOUSLY and HOLD . trim system stops.AS REQUIRED.PULL OFF for the remainder of the flight. Elevator Trim Switch Segments -. APITRIM DISC Pushbutton -. 811-4 For Training Purposes Only 1 April 1998 . Manual Trim -. ( ( ( 3.MOMENTARILY DEPRESS ( while trim is moving and observe that movement of the . . ELEV TRIM Circuit Breaker -. r 2. OBSERVE NO MOVEMENT of elevator trim wheel. .

CHECK. proceed as follows: 1.REPEAT steps 3. Elevator Trim Switch -. ( " IN FLIGHT it. 3. Elevator Trim Circuit Breaker -. ( ( ( ( ( ( SECTION 5 PERFORMANCE There is no change to the airplane performance when the electric elevator trim system is installed. inapposite direction. Both Segments of Electric Elevator Trim Switch -. CAUTION If movement of the elevator trim wheel is observed after the APITRIM DISC pushbutton is depressed and released during step 4.RELEASE TO CENTER OFF POSIT!ON to reactivate system. 2. the electric elevator trim system has malfunctioned. and 5. 4. Battery Switch -.PUSH TO RESET.ON. 4. ( ( ( ( ( ( ( To operate the electric elevator trim system during flight. Elevator Trim Position Indicator -.ACTUATE as desired. / ( ( ( ( ( ( ( 1 April 1998 For Training Purposes Only S 11-5/S11-6 . 6. if off. .( ( ELECTRIC ELEVATOR TRIM SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) S11 ( ( ( r~ ( . 5. Dual Segmented Trim Switch -.

( For Training Purposes Only .( ( ( ( . ( ( ( ( ( ( '( ( ( ( ( ( ( ( ( ( ( ( ( ( ( .<J .

( ( ( ( ( ( \. A Textron COO1pany CeSSri8 ~ ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CESSNA MODEL 208 (675 SHP) ( ( ( ( ( SUPPLEMENT 13 FUEL TOTALIZER SYSTEM SERIAL NO. USA D1352-S13-00 1 APRIL 1998 813-1 For Training Purposes Only . if the airplane is equipped with a fuel totalizer system.&ee4~Lt+""f 7 APRIl. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( ( f) Member of GAMA ( COPYRIGHT c 1998 CESSNA AIRCRAFT COMPANY WICHITA. ( ( ( ( APPROVED B!J/e. ( ( ( ( ( This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. REGISTRATION NO.I998 Wendell W. KANSAS.

~<. ( ( ( of this supplement. ( .. indicated by an asterisk (*) preceding the page number. NUMBER ( ( 813-1 thru 813-4 a ( ( ( ( ( ( ( ( ( ( ( ( ( ( :.:. ( S13-2 For Training Purposes Only 1 April 1998 .513 MODEL 208 (675 SHP) FUEL TOTALIZER SYSTEM POH SUPPLEMENT ( ( ( ( ( SUPPLEMENT 13 FUEL TOTALIZER SYSTEM Use the Log of Effective Pages to determine the current status '. Pages affected by the current revision are . Revision Level Date of Issue 1 April 1998 ( a (Original) ( ( LOG OF EFFECTIVE PAGES PAGE DATE 1 April 1998 REV...

The fuel flow indicator and fuel totalizer.DISPLAY PANEL LOCK (~. FUEL TOTALIZER SYSTEM SECTION 1 GENERAL The fuel totalizer system is available to aid the pilot in monitoring the total fuel consumed each flight.( FUEL TOT ALiZER SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 513 ( ( SUPPLEMENT . The voltage output from the fuel flow indicator is then sent to a totalizer signal conditioner where it is conditioned and sent to the fuel totalizer indicator which displays its value to the pilot in total pounds of fuel consumed. systems are protected by "pull-off" type circuit breakers labeled FUEL FLOW and FUEL TOTAL. In operation. the fuel flow transducer in the standard fuel system generates an electrical signal which is proportional to fuel flow rate and transmits this signal ·to the standard fuel flow indicator where it is registered in pounds per hour.DISPLAY RESET @ FUEL CONSUMED PUSHBUTTON ~+--. The indicator (see Figure 1) is located on the right side of the instrument panel and is labeled . POUNDS.. The display can be reset by means of a display reset pushbutton mounted to the left of the display. Fuel Totalizer Indicator 26B5X1088 ( 1 April 1998 For Training Purposes Only S13-3 . A display pushbutton lock located below the pushbutton can be rotated to engage the button and prevent inadvertent zeroing of the display. A five-digit display is centered in the indicator. FUEL CONSUMED. The totalizer system utilizes the fuel flow indicator system circuitry and an additional signal conditioner and totalizer indicator to display pounds of fuel consumed. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( { r ( ( ( PUSHBUTTON . respectively. Figure 1.

PRESS to zero display. 2. ( ( ( SECTION 5 PERFORMANCE There is no change to the airplane performance when the fuel totalizer system is installed. After zeroing the display. Pushbutton Lock -. Pushbutton Lock -. Pushbutton -. ( ( ( EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the fuel totalizer system is installed.ROTATE CLOCKWISE to lock pushbutton to prevent inadvertent zeroing of the display. SECTION 3 ( ( ( ( NORMAL PROCEDURES Depending on pilot preference. Also. the fuel totalizer indicator display can be reset to zero prior to flight or after completion of the flight in preparation for subsequent flight.ROTATE COUNTERCLOCKWISE to unlock pushbutton. 3. The indicator display is reset to zero as follows: SECTION 4 ( ( ( ( ( ( ( 1.S13 MODEL 208 (675 SHP) FUEL TOTALIZER SYSTEM POH SUPPLEMENT ( ( ( SECTION ·2 LIMITATIONS There is no change to the airplane limitations when the fuel totalizer system is installed. the indicator might be zeroed for recording the fuel consumed during separate legs of a flight. ( ( ( ( ( ( ( 'c ( ( ( S13-4 For Training Purposes Only 1 April 1998 ( ( . -ho additional operation is required other than monitoring the indicator readout.

. l...... REGISTRATION NO. KANSAS..:..o)' . if the airplane is equipped with an inflight openable cargo door. ~ ( ( ( ( ( ( ( APPROVED a:iwd(ffJ/: C..4. USA 01352-814-00 1 APRIL 1998 ( ( S14-1 For Training Purposes Only \ .:: f" A T".. This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.<.<W"~ 7 ApR. COPYRIGHT Cl 1998 CESSNA AIRCRAFT COMPANY WICHITA. DATE OF APPROVAL ( ( ( (. .. Cornell Executive Engineer Cessna Aircraft Company DelegationOplion Manufacturer CE-3.( ( ( ( :..I998 f) Member of GAMA ( Wendell W..lron Company Cessna ~ ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CESSNA MODEL 208 (675 SHP) ( ( ( SUPPLEMENT 14 [ -- ( ( ( t INFLIGHT OPENABLE CARGO DOOR SERIAL NO..

514 MODEL 208 (675SHP) INFLIGHT CARGO DOOR POH SUPPLEMENT ( ( ( SUPPLEMENT 14 INFLIGHT OPENABLE CARGO DOOR Use the Log of Effective Pages to determine the current status ' of this supplement. NUMBER ( ( 1 April 1998 o ( ( ( ( ( S14-2 For Training Purposes Only 1 April 1998 . Date of Issue o (Original) 1 April 1998 ( LOG OF EFFECTIVE PAGES PAGE S14-1 thru 814-10 DATE REV. ( Revision Level . Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.

air drops of materials. the pin can be pulled to disconnect the torque tube drive mechanism from the motor mechanism. The inflight open able cargo door can be controlled from two locations. When the switch is placed in the UP position. The switch should be returned to its center pOSition when not used so that power for door operation will be available through this. etc. The secondary control switch is also a three-position toggle-type switch labeted CARGO DOOR and is guarded.INFLIGHT CARGO DOOR POH SUPPLEMENT MODEL 208 (675 SHP) 514 SUPPLEMENT INFLIGHTOPENABLE CARGO DOOR ( ( SECTION 1 GENERAL The inflight openable cargo door allows opening the door while airborne for special purpose operations such as delivery of jumpers. A motor and chain-driven. An emergency disconnect pin is insta"edin the aft end of the system torque tube. Limit switches at each end of the aft track interrupt electrical power to stop door movement in the fully open and closed positions. In the event of ail electrical malfunction which prevents the door being opened normally. torque tube at the upper end of the tracks power chain mechanisms attached to the bottom section of the door. ( ( ( ( ( ( ( ( ( . least restriction to movement of jumpers or other personnel. the door raises. A control switch and an indicator light are located on the instrument panel just above the cabin heat switch and control panel for use by the pilot. It is a three-position toggle-type and is labeled CARGO DOOR. · Operation of the motor and chains raises and lowers the bottom section which mechanically engages and pulls the top section in the appropriate direction. Then the door can be opened ·by manually moving the door or rotating the torque tube by hand. switch to a second switch in a secondary control location on the left cabin sidewa" just aft of the cargo door for use by a jumpmaster or other personnel. the two door sections are positioned just below the headliner in the cabin ceiling where they offer the. The switch is guarded to prevent inadvertent operation." f ( ( ( ( ( ( ( 1 April 1998 For Training Purposes Only S14-3 . The cargo door is a two-section flexible door which slides in tracks which extend into the cabin overhead area. the · DOWN position of the switch lowers the door. When the door is fully open. aerial photography.

Installation of the spoiler is not mandatory for inflight door operation. labeled . labeled RDNG LIGHT. '. The jump light system is protected by a "pull off" type ' circuit breaker. the standard DOOR WARNING annunciator on the instrument panel will illuminate anytime the door .on the instrument panel. S14-4 1 April 1998 For Training Purposes Only . on the left sidewall switch and circuit breaker panel. The system also includes a three-light signal console located on the left cabin sidewall just forward of the cargo door.is not closed. The system contains a four-position jump light selector switch. its UP (door up) and DOWN (door down) positions are momentary. When the jump light selector switch is rotated clockwise from OFF to the RED. Also. amber (middle) and green (lower) signal lights will f illuminate. A dimmable amber indicator light. labeled JUMP LIGHTS. The cargo door electrical system is protected by a "pull off" type circuit breaker. The pilot may override the aft control switch from his switch if required. The spoiler is secured . can be used with the inflight open able cargo door to facilitate pilot-to-passenger communication concerning the drop zone. installed. it may be determined that mission requirements are better served by eliminating the performance penalties incurred with the spoiler installed. above the pilot's cargo door switch to alert the pilot that the cargo door is in transition. oli the left sidewall switch and circuit breaker panel. labeled CARGO DOOR.by six quick-release fasteners to three ( brackets on the forward cargo doorpost. CARGO DOOR IN TRANSIT. Its installation will substantially reduce airflow buffeting in the cabin during the period the cargo door is open. and when . However. located just to the right of the cargo door switch . it will return to the center (off) position. A jump light system is available as a separate option.. is located on the instrument panel '. A vented spoiler (air deflector) is furnished with the inflight openable ( cargo door to improve aft passenger comfort when the dooris open. When the toggle is released. and with some compromise in aft passenger comfort.MODEL 208(675 SHP) S14 ·INFLIGHT CARGO DOOR POH SUPPLEMENT However. and is easily installed and removed. AMB and GRN pOSitions. it is recognized that certain missions may require very limited door-open time compared to the total flight time. With or without a spoiler installed. the red (upper). all loose equipment must be removed or secured and face protection in the form of goggles and a helmet should be ( worn by aft passengers when the cargo door is opened in flight.

2. 1. On upper portion of aft passenger entry door: PASSENGER AIRSTAIR DOOR MUST NOT BE OPENED IN FLIGHT WITH CARGO DOOR OPEN ( ( ( ( ( ( ( ( ( ( 1 April 1998 For Training Purposes Only S14-5 . On the pilot's instrument panel near the airspeed indicator: MAX CARGO DOOR OPERATING SPEED: 120 KIAS MAX SPEED WITH CARGO DOOR OPEN: 155 KIAS 2. Operation with the cargo door open is not approved for airplanes with floats installed. PLACARDS A WARNING ( ( ( The following placards must be Installed and their limitations observed when the cargo door Is open In flight. OTHER LIMITATIONS The following limitations must be observed: ( ( ( ( ( ( ( ( ( ( ( ( ( 1.( ( INFLIGHT CARGO DOOR POH SUPPLEMENT MODEL 208 (675 SHP) S 14 ( SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS With or Without Spoiler: Maximum Door Operating Speed: 120 KIAS. Maximum Speed With Door Open: 155 KIAS. Maximum Speed With Door Closed: 175 KIAS. Intentional flights into known icing conditions are prohibited with spoiler installed. 3. Intentional stalls with the cargo door open are prohibited.

LIFT DOOR OR TURN TORQUE TUBE ( EMERGENCY PROCEDURES CARGO DOOR FAILS TO OPEN OR CLOSE SECTION 3 . e•. the pilot's switch must be returned to its center position ( so that power will be available through the switch to the aft control switch. ( CAUTION WITH CARGO DOOR OPEN. DO NOT USE ALTERNATE STATIC SOURCE ( 4. However. Adjacent to static pressure alternate source valve: .positioning of the pilot's switch or a tripped circuit breaker are the most likely causes if the cargo door will not operate electrically.( ( Improper . if control from the aft position switch is desired by a jumpmasteror other personnel. On lower portion of cargo door on inside and outside: WARNING KEEP CLEAR DURING DOOR OPERATIONS ( ( 5.S14 MODEL 208 (675 SHP) INFLIGHT CARGO DOOR POH SUPPLEMENT 3. Control of the door from the pilot's position is direct and will present no problem as long as the battery switch is ON and the CARGO DOOR circuit breaker is engaged. S14-6 For Training Purposes Only 1 April 1998 . Near aft end of system torque tube: FOR MANUAL DOOR OPERATION 1. REMOVE THIS COVER 2. PULL DISCONNECT PIN 3.

Approximately 30 seconds are required to open or close the door. not to lay their hands on areas such as the door sill during testing of door operation. operate the cargo door to the full open and closed position using both the pilot's switch and the aft control switch. The pin can be checked for proper installation in the aft end of the overhead torque tube. etc. DOWN position.. Caution passengers who might be present during preflight inspectlons. if necessary. ( ( ( NORMAL PROCEDURES PREFLIGHT INSPECTION With the battery switch ON. SECTION 4 ( ( ( ( ( (t~) 1 April 1998 For Training Purposes Only 814-7 . The door Is capable of exerting severe pressure while closing. The position of the aft switch has no affect on the operation of the pilot's switch.etc. Pulling the emergency disconnect pin will disconnect the torque tube drive mechanism from the motor mechanism and allow the door to be moved manually.MODEL 208 (675 SHP) 514 ( ( ( ( No power will be available to the aft switch if the pilot's switch is left in the UP or. and the DOOR WARNING annunciator while the door is in all positions except full closed. Grasp the bottom section of the door to move the door or rotate the torque tube by hand. ( ( ( ( ( A WARNING ( ( ( ( ( (- ( Keep hands clear of the door sections and other mechanisms except when the emergency disconnect pin Is removed for manual movement of the door. Note the illumination of the CARGO DOOR IN TRANSIT light while the door is in transit. Failure of the door to operate even though no apparent electrical malfunction exists and the motor is known to be running may be the result of · a missing emergency disconnect pin from prior maintenance.( ( ( INFLIGHT CARGO DOOR POH SUPPLEMENT .

CARGO DOOR/JUMP LIGHT (IF INSTALLED) OPERATION IN FLIGHT 'Mission requirements will dictate cargo door and jump ·Iight operating methods: The pilot or a jumpmaster in the aft cabin may operate the cargo door by positioning their respective CARGO DOOR switch in the UP position to open the door or in the DOWN pOSition to close the dOOL If the aft switch is to be used for door operation.814 MODEL 208 (675 SHP) INFLIGHT CARGO DOOR POH SUPPLEMENT A WARNING Caution passengers who might be present during preflight Inspection to keep hands clear of the door sections and other mechanisms and not lay their hands on areas such as the door sill during testing of door operation. functionally test the operation of the jump light system (if installed) by turning the jump light switch momentarily from OFF to the RED. and the spoiler (if installed) for security of attachment. NOTE The upper aft passenger door is also electrically connected to the DOOR WARNING annunciator. ( ( \ { ( 814-8 For Training Purposes Only 1 April 1998 . Ensure that all loose equipment in the cabin is removed or secured. Inspect the cargo door. The door is capable of exerting severe pressure while closing. door tracks and visible mechanisms for security and wear. While the battery switch is ON. Face protection should be provided for passengers who will be near the door opening while the door is open in flight. and the passenger door should be closed and latched while testing the DOOR WARNING function for the cargo door. AMB and GRN positions and noting the illumination of the proper light on the signal console. the pilot's switch must be placed in its center pOSition to power the aft switch.

( ( ( ( ( ( ( ( ( PERFORMANCE ( ( SECTION 5 Airplane performance information provided in the basic handbook does not apply when the airplane is flown with the inflight openable cargo door closed or open and the spoiler installed. FLIGHT CHARACTERISTICS With the cargo door closed. Without the spoiler at flight idle power and flaps up. of this phenomenon. maximum climb performance can be as much as 165 FPM lower than that of the basic airplane. ( ( 1 April 1998 For Training Purposes Only 814-9 . a slightly different directional trim may be needed. although to a lesser degree with a spoiler installed. With the inflight openable cargo door closed or open and the spoiler installed.when the cargo door is not completely closed by the illumination of the DOOR WARNING annunciator. in-cabin airflow increases with flap deflection. If a spoiler is installed. Wing flap deflection of almost any magnitude will eliminate most. Also. This is caused by propeller blade passage as RPM and propeller pitch angle are changing in this airspeed range. or with the cargo door open and the spoiler off. The light will go off when the door reaches its full up or down position. Jump operations or air drops can be sequenced by the pilot using the jump light selector switch (if installed) to select and illuminate the red. Cruise performance can be as much as 16 knots slower in this configuration. flight characteristics are essentially unchanged. an increase in buffeting will be experienced with the cargo door opened between 85 and 110 KIAS. if not all. the pilot will know. amber and green lights in the Signal light console in the aft cabin.( ( INFLIGHT CARGO DOOR POH SUPPLEMENT MODEL 208 (675 SHP) 514 ( ( ( ( The pilot can monitor door operation by watching the CARGO DOOR IN TRANSIT light. Takeoff distances with the inflightopenable cargo door installed can increase by as much as 200 feet. When the cargo door is ' open.

Cruise performance can be as much as 7 to 8 knots slower in this configuration. ( ( ( ( ( ( ( ( ( ( " . ( ( ( 814-10 For Training Purposes Only 1 April 1998 .. With the inflightopenable cargo door closed and the spoiler off.the performance information provided in · the basic handbook does apply.MODEL 208 (675 SHP) S14 INFLIGHT CARGO DOOR POH SUPPLEMENT ( ( ( With the inflight openable cargo door open and the spoiler off. maximum climb performance can be as much as 80 FPM lower than that of the basic airplane.

This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. 1998 Wendell W. ifthe airplane is equipped with the optional2-port oxygen system.( ( ( ( ( ( ( ATexllon Company CeSSri8 ~ ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CESSNA MODEL 208 (675 SHP) ( ( SUPPLEMENT 16 2-PORT OXYGEN SYSTEM SERIAL NO. REGISTRATION NO. ( ( ( ( ( ( ( ( ( APPROVED ( ( ( ( B:J/e.. KANSAS.uwt'f 7 APRI L.drf{'1/:r:. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL f) COPYRIGHT Q 1998 CESSNA AIRCRAFT COMPANY WICHITA. USA Member of GAMA ( ( 1 APRIL 1998 ( D1352-S16-00 ( S16-1 For Training Purposes Only .

( ( ( ( Revision Level Date of Issue 1 April 1998 o (Original) ( ( LOG OF EFFECTIVE PAGES PAGE 816-1 thru S16-8 DATE REV. NUMBER 1 April 1998 o ( ( ( ( ( ( ( 816-2 For Training Purposes Only 1 April 1998 .( ( . Pages aHected by the current revision are indicated by an asterisk (*) preceding the page number.S16 MODEL 208 (675 SHP) 2-PORT OXYGEN SYSTEM POH SUPPLEMENT ( ( ( ( SUPPLEMENT 16 2-PORTOXYGEN SYSTEM Use the Log of Effective Pages to determine the current status\ of this supplement.

microphone-equipped mask is provided for the pilot."" . at the forward end of the tail cone. Cylinder pressure is reduced to an operating pressure of 70 PSI by a pressure regulator attached to the cylinder. equipped with vinyl plastic hoses and flow indicators. located in the fuselage tailcone. In this system . one each just outboard of the pilot's and front passenger's seats.67 cubic foot capacity oxygen cylinder. One permanent. An adapter cord is furnished with the microphoneequipped mask to mate the mask microphone lead to the microphone jack located on the left side of the instrument panel. ' NOTE ( ( { ( ( ( ( ( (~'/ '". a 50. connect the mask lead to the adapter cord . 1 April 1998 For TrainingPurposes Only 816-3 .and plug the cord into the microphone jack.two-port oxygen system provides the supplementary ' oxygen necessary for continuous flight at high altitude. The oxygen hoses are the high-flow type and are colorcoded with a blue band adjacent to t he plug-in fitting.2-PORT OXYGEN SYSTEM POH SUPPLEMENT ( MODEL 208 (675 SHP) 516 SUPPLEMENT t [ '--' " ( ~ 2-PORT OXYGEN SYSTEM SECTION 1 ( GENERAL A . and a second permanent mask serves the front passenger. depending on altitude. ( ( ( ( ( ( ( ( ( ( C~:' The pilot's mask is equipped with a microphone to facilitate use of the radio when using oxygen. Both masks are the partial rebreathing type. An oxygen cylinder filler valve is located on the right side of the airplane (under a cover plate). Two oxygen outlets are provided in the cabin ceiling. A shutoff valve is included as part of the regulator assembly. which varies the flow of oxygen to the masks. supplies the oxygen. The system also contains an altitude compensating regulator. located between the pressure regulator and the oxygen supply lines. Cylinder pressure is indicated by a pressure gauge located on the overhead console above the pilot's and front passenger's seats. To connect the oxygen mask microphone.

will be necessary to disconnect this lead from the microphone jack so that the adapter cord from the oxygen mask microphone can be plugged into the jack. contains 50.MODEL 208 (675 SHP) 516 2-PORT OXYGEN SYSTEM POH SUPPLEMENT NOTE (Continued) If an optional microphone-headset combination has been in use. It . ead from this equipment is already I plugged into the microphone jack. (21°G). AMBIENT TEMP (P) 50 60 70 80 90 ( Figure 1.67 cubic feet of aviator's breathing oxygen (Spec. MIL-O-2721 0). FILLING PRESSURE (PSIG) 1650 1700 1725 1775 · 1825 FILLING PRESSURE (PSIG) 1875 1925 1975 2000 2050 ( . the system is completely automatic and requires no manual regulation for change of altitude. The control is mechanically connected to the shutoff valve at the cylinder. With the exception of the shutoff function . under a pressure of 1850 PSI at 70°F.April 1998 . however. due to ambient temperature in the filling area. No. ( ( ( ( S16-4 For Training Purposes Only 1 . AMBIENT · TEMP (FO) 0 10 20 30 40 . and the temperature rise resulting from compression of the oxygen. Oxygen Filling Pressures A remote shutoff valve control in the overhead console above the pilot's and front passenger's seats is used to shut off the ·supply of oxygen to the system when not in use. The oxygen cylinder. the microphone . when fully charged. Filling pressures will vary. A switch is incorporated on the lefthand control wheel to operate the microphone.

or periods of physiological or emotional disturbances. grease or other lubricants in contact with oxygen create a serious fire hazard. SECTION 2 LIMITATIONS There is no change to the airplane limitations when oxygen equipment is installed.500 feet. check that the face masks and hoses are accessible and in good condition . refer to FAR 91. merely filling to 1850 PSI will not result in a properly filled cylinder.500 feet under conditions of night flying. and such contact must be avoided when handling oxygen equipment. Supplemental oxygen should be used by all occupants when cruising above 12. fatigue.2-PORT OXYGEN SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 516 Because of this.res. SECTION 4 1 April 1998 For Training Purposes Only S16-5 ." it 'is often advisable to use oxygen at altitudes lower than 12.211 . the habitual and excessive use of tobacco or alcohol will usually necessitate the use of oxygen at less than 10. Also. Also. by noting the oxygen pressure gauge reading . EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when oxygen equipment is installed. and referring to the Oxygen Duration Chart (Figure 2). Fill to pressures indicated in Figure 1 for ambient temperatu. Prior to flight. A WARNING 011. SECTION 3 NORMAL PROCEDURES For FAA requirements concerning supplemental oxygen. check to be sure that there is an adequate oxygen supply for the trip. As described in the Cessna booklet "Man At Altitude.000 feet.

:l a0 1 2 3 ~ 5 6 7 8 9 10 2685T1051 OXYGEN DURATION . 1000 900 cr: cr: 0.( I..:l <0: UJ <..(HOURS) lONE PERSON ONLY) Figure 2.516 ' MODEL 208 (675 SHP) 2-PORT OXYGEN SYSTEM POH SUPPLEMENT ( ( OXYGEN DURATION CHART (50. UJ I' ( U'l U'l UJ :::::> BOO 700 600 500 400 300 200 100 <.. ( ( OXYGEN DURATION IN HOURS NUMBER OF PERSONS = TOTAL HOURS DURATION ( 1700 1600 1500 1~OO 1300 1200 ~ :: I iii 1100 ( .67 CUBIC FEET CAPACITY) NOTE: . Oxygen Duration Chart S16-6 For Training Purposes Only 1 April 1998 .

At this reduced pressure. 3. grease. for 6 hours. and other fatty materials constitute a serious fire hazard when In contact with oxygen. line. As an example of the above procedure. ( ( (j ( 1 April 1998 For Training Purposes Only S16-7 .000 feet altitude. 2. lip balm. 1. 1700 PSI of ' pressure will safely sustain the pilot only. 2. should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. If a right front passenger is aboard. When ready to. Mask and Hose -. the total duration at 20. then go across the chart horizontally to the right until you intersect the line representing the altitude at which the flight will be conducted. This duration is for one person only and will have to be divided by the number of persons using oxygen to obtain the total duration in hours. NOTE Reliance on oxygen available below 200 ' PSI is not recommended. flow rates are not predictable. proceed as follows: 1.( 2-PORT OXYGEN SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) S16 ( ( ( c--' ( ( ( ( ( The Oxygen Duration Chart (Figure 2) . The following procedure outlines the method of finding the duration from the chart.SELECT. lipstick.PLUG INTO OUTLET nearest to the seat you are occupying. soap. Delivery Hose -. Oil. Locate this pressure on the scale on the left side of the chart.000 feet altitude for two persons is 3 hours. Be sure hands and clothing are oil-free before handling oxygen equipment. After intersecting the .use the oxygen system. Note the available oxygen pressure shown on the pressure gauge. drop read the down vertically to the bottom of the chart and duration in hours given on the scale. flying at 20. ( ( ( ( ( ( ( ( (" ( ( ( ( ( ( ( ( A WARNING Permit no smoking when using oxygen. Adjust mask to face and adjust metallic nose strap for snug mask fit.

OFF when oxygen is no longer required .nstalled. 5. Delivery Hose -. i ( ( ( ( ( ( ! \". Oxygen Supply Control Knob -.S16 MODEL 208 (675 SHP) NOTE 2-PORTOXYGEN SYSTEM POH SUPPLEMENT ( ( ( When the oxygen system is turned on. 6.UNPLUG from outlet when discontinuing use of oxygen. ( ( 3.ON. ( ( SECTION 5 PERFORMANCE There is no change to the airplane performance when oxygen equipment is . ( ( S16-8 For Training Purposes Only 1 April 1998 . oxygen will flow continuously at the proper rate .. Oxygen is flowing if the indicator is being forced toward the mask. Oxygen Supply Control Knob -. Face Mask Hose Flow Indicator -~ CHECK. of flow for any altitude without any manual adjustments. 4. .. This automatically stops the flow of oxygen.

This supplement must be inserted into Section 9 of the Cessna Model20B (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manuai.' .. ( ( ( ( ( ( ( APPROVED B~4.( ( ( ( ( ( (. 1998 Wendell W. WICHITA. USA 01352-S17-00 1 APRIL 1998 ( S17-1 For Trainine Purposes Only . . REGISTRATION NO.. Cornell Executive Engineer .. .: . A Texlron Company CeSSrii ~ .... Cessna Aircralt Company Delegation Option Manufacturer CE-3 ( DATEOFAPPROVAL ( ( ( f) Member of GAMA (~j COPYRIGHT (') 199B CESSNA AIRCRAFT COMPANY .eeJ/:~4.. ". KANSAS.*M. if the airplane is equipped with the optional10-port oxygen system. .'f 7 APRIL. / ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 1'7 ( ( ( 10-PORT OXYGEN SYSTEM \ ( ( f ' SERIAL NO.

NUMBER ( ( ( a ( ( ( ( ( ( ( ( ( ( ( ( ( ( S17-2 For Training Purposes Only 1 April 1998 . ( ( ( ( Revision Level a (Original) Date of Issue 1 April 1998 ( ( ( LOG OF EFFECTIVE PAGES PAGE S17-1 thru S17-8 DATE 1 April 1998 REV.517 MODEL 208 (675 SHP) 1a-PORT OXYGEN SYSTEM POH SUPPLEMENT ( ( SUPPLEMENT 17 10-PORT OXYGEN SYSTEM Use the Log of Effective Pages to determine the current statusl of this supplement. Pages affected by the currerit revision are indicated by an asterisk (*) preceding thepage number.

1 April 1998 For Traipinl! Purposes Only S17-3 . located between the . located in the fuselage tailcone. A shutoff valve is included as part of the regulator assembly. The oxygen hoses are the high-flow ·type and are color coded with a blue band adjacent to the plug-in ·fitting. a maximum of 12 oxygen masks are allowed to be plugged into the oxygen outlets at a time. However. . equipped with vinyl plastic hoses and flow indicators. To connect the oxygen mask microphone. Ten oxygen outlets are provided in the cabin ceiling. The system also contains an altitude compensating regulator. one each just outboard of the pilot's and front passenger's seats. supplies the oxygen. NOTE ( ( ( ( The pilot's mask is equipped with a microphone to facilitate use of the radio when using oxygen. to meet FAR oxygen requirements.( 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT MODEL 206 (675 SHP) 517 ( SUPPLEMENT c·· · 10-PORT OXYGEN SYSTEM SECTION 1 GENERAL A 10-port oxygen system provides the supplementary oxygen necessary for continuous flight at high altitude. pressure regulator and the oxygen supply lines. Cylinder pressure is indicated by a pressure gauge located on the overhead console ·above the pilot's and front passenger's seats. All masks are·the partial rebreathing type. just aft of the passenger entry door. depending on altitude. In this system. and one adjacent to each of the aft passenger ventilating air outlets. and twelve permanent masks are provided for the passengers. which varies the flow of oxygen to the masks. An oxygen cylinder filler valve is located on the right side of the airplane (under a cover plate).95 cubic foot capacity oxygen cylinder. Cylinder pressure is reduced to an operating pressure of 70 PSI by a pressure regulator attached tathe cylinder. microphone-equipped mask is provided for the pilot. One permanent. An adapter cord is furnished with the microphoneequipped mask to mate the mask microphone lead to the microphone jack located on the left side of the instrument panel. connect the mask lead to the adapter cord and plug the cord into the microphone jack. a 116.

the system is completely automatic and requires no manual regulation for change of altitude. contains 116. MIL-O-2721 0). The control is mechanically connected to the shutoff valve at the cylinder. when fully charged. It will be necessary to disconnect this lead from . A switch is incorporated on the lefthand control wheel to operate the microphone. With the exception of the shutoff function. F however. and the temperature rise resulting from compression of the oxygen. The oxygen cylinder. (PSIG) 1650 1700 1725 1775 1825 FILLING PRESSURE (PSIG) 1875 1925 1975 2000 2050 ( ( ( ( ( AMBIENT TEMP (FD) 0 10 20 30 40 AMBIENT TEMP (P) 50 60 70 80 90 ( ( ( ( ( ( ( Figure 1. the microphone lead from this equipment is already plugged into the microphone jack. under a pressure of 1850 PSI at 70D (21 DC). Filling pressures will vary. FILLING PRESSURE . Oxygen Filling Pressures A remote shutoff valve control in the overhead console above the pilot's and front passenger's seats is used to shut off the supply of oxygen to the system when not in use.the microphone jack so that the adapter cord from the oxygen mask microphone can be plu~1ged into the jack. ( -. No. ( ( S17-4 For Training Purposes Only 1 April 1998 .517 MODEL 208 (675 SHP) 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT ( ( ( ( NOTE (Continued) If an optional microphone-headset combination has been in use. due to ambient temperature in the filling area. ( '.95 cubic feet of aviator's breathing oxygen (Spec. ( ( \ ..

( ( [-. and such contact · must be avoided when handling -oxygen equipment. fatigue. ( SECTION 2 LIMITATIONS When oxygen is being used by passengers at night.. check that the face masks and hoseS are accessible and in good condition.( 1a-PORT OXYGEN SYSTEM POH SUPPLEMENT 517 MODEL 208 (675 SHP) ( ( -Because of this. and referring to the Oxygen Duration Chart (Figure 2) . 1 April 1998 For Training Purposes Only 517·5 . As described in the Cessna booklet "Man At Altitude. the reading light above each passenger using oxygen must be turned on in order to check face mask hose flow indicator. Fill to pressures indicated in Figure 1 for ambient temperatures. grease or other lubricants in contact with oxygen create a serious fire hazard. Also. or periods of' physiological or emotional disturbances.) EMERGENCY PROCEDURES There is no change to the airplane emergency procedu res when oxygen equipment is installed. SECTION 4 ( ( ( ( ( ( ( ( .J Prior to flight. check to be sure that there is an adequate oxygen supply for the trip. Also.500 feet.000 feet. by noting the oxygen pressure gauge reading. merely filling to 1850 PSI will not result in a properly filled cylinder. the habitual and excessive use of tobacco or alcohol will usually necessitate the use of oxygen at less than 10. SECTION 3 ( ( NORMAL PROCEDURES For FAA requirements concerning supplemental oxygen.500 feet under conditions of night flying. -'~.211 . Supplemental oxygen should be used by all occupants when cruising above 12. A WARNING ( ( ( 011." it is often advisable to use oxygen at altitudes lower than 12. ~ . refer to FAR 91.:.

::l cC <. W BOO 700 600 500 400 300 200 100 ( <.517 MODEL 208 (675 SHP) 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT" OXYGEN DURATION CHART (116..::l ( ( ( ( ( 2 4 6 o0 BID 12 14 16 1B 20 22 2685T6010 OXYGEN DURATION .(HOURS) (ONE PERSON ONLY) ( Figure 2.95 CUBIC FEET CAPACITY) ( ( NOTE: OXYGEN DURATION IN HOURS = TOTAL HOURS DURATION NUMBER OF PERSONS 1800 1700 1600 1500 ( ( 1400 1300 Ui ~ I 1200 1100 1000 900 ( LU c: => U1 LU U1 ( c: 0. Oxygen Duration Chart 517-6 For Training Purposes Only 1 April 1998 .

At this reduced pressure.000 feet altitude. When ready to use the oxygen system. S17-7 For Training Purposes Only ( ( l. Mask and Hose -. 011. Locate this pressure on the scale on the left side of the chart. This duration is for one person only and will have to be divided by the number of persons using oxygen to obtain the total duration in hours. soap. proceed as follows: 1. Adjust mask to face and adjust metallic nose strap for snug mask fit.SELECT. for 16 hours.tact with oxygen. 1. lipstick. 2. lip balm. 3.6 hours or 1 hour and 36 minutes. As an example of the above procedure.( 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) S17 ( ( ( (' \ . After intersecting the line. NOTE Reliance on oxygen available below 200 PSI is not recommended. The following procedure outlines the method of finding the duration from the chart. flow rates are not predictable. Delivery Hose -. then go across the chart horizontally to the right until you intersect the line representing the altitude at which the flight will be conducted. the total duration at 15. 1700 PSI of pressure will safely sustain the pilot only. Note the available oxygen pressure shown on the pressure gauge. and other fatty materials constitute a serious fire hazard when In con. The Oxygen Duration Chart .000 feet altitude for 10 persons (pilot and passengers) is 1. Be sure hands and clothing are oil-free before handling oxygen eqUipment.PLUG INTO OUTLET nearest to the seat you are occupying. If 9 passengers are aboard. drop down vertically to the bottom of the chart and read the duration in hours given on the scale. grease.(Figure 2) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. flying at 15. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( A WARNING Permit no smoking when using oxygen.o/ /' 1 AprillQ98 . 2.

Face Mask Hose ' Flow Indicator -.OFF when oxygen is no longer required. Oxygen Supply Control Knob -. oxygen will flow continuously at the proper rate of flow for ' any altitude without any manual adjustments. 4. 5. This automatically stops the flow of oxygen. ( ( ( ( ( ( ( ( ( ( -( ( ( S17·8 For Training Purposes Only 1 April 1998 . SECTION 5 PERFORMANCE There is no change to the airplane performance when oxygen equipment is installed. .CHECK.ON.S17 MODEL 208 (675 SHP) 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT NOTE When the oxygen system is turned on. 6. Oxygen is flowing if the indicator is being forced toward the mask. 3.UNPLUG from outlet when discontinuing use of oxygen. Oxygen Supply Control Knob -. Delivery Hose -.

/998 ( Wendell W. USA 01352-518-00 1 APRIL 1998 ( S18-1 For Training Purposes Only .( ( ( ( ( ( (~') ( A Texlron C(JT1pa11y CeSSrii ~ ( ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 208 (675 SHP) ( ( ( ( SUPPLEMENT 18 PROPELLER ANTI-ICE SYSTEM ( ( ( ( SERIAL NO. REGISTRATION NO. ( ( ( APPROVED B~&ffi0w+1'" f 7 APRII. " COPYRIGHT " 1998 CESSNA AIRCRAFT COMPANY WICHITA. KANSAS. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE-3 ( DATE OF APPROVAL ( I) Member of GAMA ( c. ( ( ( This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual if the airplane is equipped with propeller anti-ice...

518 MODEL 208 (675 SHP) PROPELLER ANTI-ICE EQUIPMENT POH SUPPLEMENT ( SUPPLEMENT 18 PROPELLER ANTI-ICE SYSTEM Use the Log of Effective Pages to determine the current status ' of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. Revision Level Date of Issue ( o (Original) 1 April 1998 LOG OF EFFECTIVE PAGES PAGE S18-1 thru DATE 1 April 1998 REV. . NUMBER S 18-5/S 18-6 o ( ( ( ( ( ( ( ( ( ( S18-2 For Training Purposes Only 1 April 1998 .

: An oil-operated pressure switch installed in . The system is protected by two "pull-off" type circuit . near the upper left corner of the instrument panel. ( ( ( ( ( ( SECTION 2 LIMITATIONS There is no change to the airplane limitations when the propeller anti-ice system in installed. labeled PROP ANTI-ICE AMPS.breakers. a control circuit breaker labeled PROP ANTI-ICE CONT and a heater circuit breaker labeled PROP ANTI-ICE. labeled DE-ICE/ANTI-ICE. unless a complete flight into known iCing equipment package is installed. intentional flight into known icing conditions is prohibited.PROPELLER ANTI-ICE SYSTEM POH SUPPLEMENT ( MODEL 208 (675 SHP) 518 ( SUPPLEMENT ( ( (-': PROPELLER ANTI-ICE SYSTEM SECTION 1 GENERAL The propeller anti-ice system provides a measure of protection for the propeller blade surfaces if unexpected icing conditions are encountered. When the switch is placed in the AUTO (upper) position. ( ( ( ( NOTE ( ( ( '. the switch can be held in the momentary MANUAL (lower) position to achieve emergency Operation of the ' anti-ice system can be propeller anti-icing. 1 April 1998 For Training Purposes Only S18-3 . the electrical circuit is utilized to prevent activation of the 'propeller antiice system in the AUTO mode without the engine running. The switch is off when placed in the middle position. on the de-ice/anti-ice switch panel. checked by monitoring an ammeter. PROP. In the event of a malfunction in the anti-ice timer. The system is' operated by a three-position toggle switch. Both circuit breakers are located on the left sidewall switch and circuit breaker panel. electric current flows to an anti-ice timer which cycles the current simultaneously to the heating elements in the anti-ice boots on the three propeller blades in intervals of 90 seconds on and 90 seconds off.

a malfunction has occurred. reduce propeller RPM to smoothest condition.CHECK in green .ON. Prop Anti-Ice Ammeter -. causing propeller unbalance and engine roughness. In the event of a malfunction . plan a landing at . 818-4 For Training Pu rposes Only 1 April 1998 . the · system must be left on for approximately three minutes. and check the security of the anti-Ice boots as a possible cause. the following procedure is recommended: I. If unexpected icing conditions are encountered. the prop anti-ice switch can be held in the MANUAL position to achieve emergency propeller anti-icing. pilot must hold the switch for approximately gO seconds and repeat this procedure at gO-second intervals. the .S18 MODEL 208 (675 SHP) PROPELLER ANTI-ICE SYSTEM POH SUPPLEMENT ( ( SECTION 3 EMERGENCY PROCEDURES Flight into known icing conditions is prohibited unless a complete ! .icing or another cause. flight into know icing equipment package is installed. If. ( ( ( ( ( 1. 3.AUTO (upper position). Battery Switch -. It Is Imperative that the system be turned off. the nearest airport. In additiqn. leaving icing conditions. the Inadvertent Icing Encounter checklist in Section 3 of the basic handbook should be followed . If operating in the emergency MANUAL mode.arc range (20 to 24 amps) during the on portion of the cycle and a zero reading during the off portion of the cycle. \. Prop Anti-Ice Switch -.in the anti-ice timer. after . NOTE • To check the heating elements and the anti-ice timer for one complete cycle. engine roughness or vibration develops or persists that is not traceable to . since uneven antlIcing may result. • A CAUTION If the anti-ice . 2. ammeter indicates unusually high or low amperage (out of the green arc range limits) anytime during te on portion of a cycle.

required. :' 1 April 1998 For Tr~injng Purposes Only S 18-5/S 18-6 . (' " NORMAL PROCEDURES There is no change to the airplane normal procedures when the propeller anti-ice system is installed..OFF when anti-icing is no longer .-: ~ ( ( ( ( ( ( ( ( ( ( ( ( '. ' Refer to Section 8 of the ·basic handbook for care and maintenance of the propeller anti-ice boots. C. ~-:.~.( ( PROPELLER ANTI-ICE SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 518 ( ( ( ( 4... SECTION 5 ( ( ( ( ('.~ . SECTION 4 ( ( ( ( / ( ( PERFORMANCE There is no change to the airplane performance when the propeller anti-ice system is installed. Prop Anti-Ice Switch -.

( ( ( ( f ( ( ( ( ( ( ( ( ( For Training Purposes Only .

_ ( ( ( ( ( ( ( " ~J ' SERIAL NO.' ( ( .. This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual if the airplane is equipped with rudder gust lock.e 7 APRII.( ( ( ( ( ( cPilot's Operating Handbook and ' ~ . This supplement is a reissue of PublJcation Number 01342-13.. KANSAS. c\: oJ_. . Cornell Executive Engineer Cessna Aircralt Company Delegation Option Manufacturer CE-3 DATE OF APPROVAL ( ./998 ( ( ( Wendell W. USA 01352-S19-00 o Member of GAMA 1 APRIL 1998 819-1 For Training Purposes Only . ( ( ( ( ( ( APPROVED B!:4et4df¥~*. COPYRIGHT Q1998 CESSNA AIRCRAFT COMPANY WICHITA."'. FAA-approved on 22 September 1988 in conjunction with STC SA3649NM and originally issued 3 January 1994. The original approval page of that supplement has been electronically reproduced on page 519-3 of this supplement.. REGISTRATION NO.CeSSri8 A Textron Company ( ( ( ( FAA Approved Airplane Flight Manual CESSNA MODEL 208 (675 SHP) SUPPLEMENT 19 AERO TWIN RUDDER GUST LOCK .

. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. NUMBER o ( ( ( . ( S19-2 For Training Purposes Only 1 April 1998 .519 MODEL 208 (675 SHP) AERO TWIN RUDDER GUST LOCK POH SUPPLEMENT ( ( ( ( SUPPLEMENT 19 AERO TWIN RUDDER GUST LOCK Use the Log of Effective Pages to determine the current status of this supplement. ( ( ( Revision Level Date of Issue 1 April 1998 ( ( ( ( o (Original} LOG OF EFFECTIVE PAGES PAGE 819-1 thru S19-6 DATE 1 April 1998 ( REV.

" AERO TWIN RUDDER GUST LOCK ' FLIGHT MANUAL SUPPLEMENT APPROVAL AERO TWIN. Alaska 99501 FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT FOR CESSNA MODEL 2081208A1208B WITH AERO TWIN RUDDER GUST LOCK ( ( ( ( ( (~~ Reg.. FAA approved on 22 September 1988 and originally issued 3 January 1994.or Tr~ining Purposes Only 519-3 . Aviation Administration Anchorage.:: . Anchorage.~ Maneger. For limitations. 1 April 1998 . Aircraft Certif. The. INC. ( . ( ( ( ( ( ( ( 2404 Merrill Field Dr.. performance and handling/service information not conlwned in this supplement.cation Ol1iC9 i Federal. Alaska ( ( ( Date: _ _ SE_P_2_2_'_008_'__ ( ( :~. _ _ _ _ _ _ __ " Ser. Electronic reproduction of the original approval page from Publication Number 01342-13. No. 'COnsult the basic Airplane Flight Manual.( AERO TWIN RUDDER GUST LOCK POH SUPPLEMENT MODEL 208 (675 SHP) 519 ( ( (~" ' . procedures. information contained herein supplements or supersedes the basic manual only in those areae listed herein. _ _ _ _ _ _ __ This supplement must be attached to the FAA Approved airplane Flight Manual when the Aero Twin Rudder Gust Lock is installed in accordance with STC SA3649NM. ( ( ( ( FAA Approved: ~7. No.

When engaged. however. The rudder gust lock is manually engaged and disengaged on the ground by turning the airfoil-shaped handle mounted on the shaft projecting from the left side of the tailcone. ( ( ( The rudder gust lock also has a fail-safe connection to the elevator \. the rudder must be centered prior to engaging the rudder lock. ""~ ( ( 819-4 For Training Purposes Only 1 April 199B . A placard located below the lock · handle shaft on the left side of the tailcone explains the operation of the rudder gust lock. the rudder is locked in the neutral position. automatically disengages the lock when the elevator is deflected upward about one-fourth of its travel from neutral. ( control system to ensure that it will always be disengaged before ( This fail-safe connection the airplane becomes airborne. ( engaged prior to engaging the rudder lock when securing the l ( airplane after shutdown. Because of the fail-safe system. If these procedures are not followed the rudder and rudder pedals will be locked in the neutral position making ground steering impOSSible. . the upward elevator deflection during rotation will disengage the rudder gust lock.MODEL 208 (675 SHP) S19 AERO TWIN RUDDER GUST LOCK POH SUPPLEMENT ( SUPPLEMENT AERO TWIN RUDDER GUST LOCK SECTION 1 GENERAL The Aero Twin Rudder Gust Lock is a positive locking device consisting of a bracket assembly and a bolt action lock attached to the rear bulkhead inside the tailcone stinger below the rudder. In the event that the engagement of the rudder gust lock goes completely unnoticed and the pilot commences a takeoff run with the rudder system locked. The pilot is responsible for disengaging the rudder gust lock during the ·preflight inspection and operating the fail-safe disengagement mechanism by momentarily deflecting the elevator to the full up position after the control lock is removed and before starting the engine. The lock is engaged by turning the handle so that its trailing edge points upward at an angle of about 60 degrees to the horizontal. the elevator lock should always be . The lock is manually disengaged by turning the handle downward so that its trailing edge points nearly due aft.

.. ( ( ( (' C'<.UNLOCK (left side of tailcone stinger). PLACARDS This placard is required to be installed on the left side of the tailcone stinger. . affixed to rudder lock shaft cover plate: ( ( ( ( ( ( BEFORE TAXI AND FLIGHT ( UNLOCK <: '" . ~:..1'I' "" lOCK UNLOCK ."'.'" 1 April 1998 For Training Purposes Only S19-5 . ( ( ( ( NORMAL PROCEDURES PREFLIGHT INSPECTION SECTION 4 ( EMPENNAGE Rudder Gust Lock -. ~ ( ( ( ( ( (' SECTION 3 EMERGENCY PROCEDURES There is no change to airplane emergency procedures when -his t rudder gust lock is installed.( ( AERO TWIN RUDDER GUST LOCK POH SUPPLEMENT MODEL 208 (675 SHP) 519 ( ( ( ( ( SECTION 2 LIMITATIONS (' There is no change to the airplane limitations when this rudder gust lock is installed.

( ( ( ( ( ( 819-6 For Training Purposes Only 1 April 1998 . ( SECTION 5 PERFORMANCE There is no change to the airplane performance when this rudder gust lock is installed.LOCK (left side of tailcone stinger). A CAUTION If the rudder gust lock is not disengaged manually or by tripping the fail-safe rudder lock release. SHUTDOWN AND SECURING AIRPLANE Rudder Gust Lock -.519 MODEL 208 (675 SHP) BEFORE STARTING ENGINE AERO TWIN RUDDER GUST LOCK POH SUPPLEMENT ( ( Elevator Control -. NOTE Control lock must be engaged and the rudder must be centered prior to engaging rudder gust lock. ( I \. steering on the ground by using the rudder pedals will not be possible.FULL UP then RETURN (to trip fail-safe rudder lock release).

...c: .! L. if the airplane is equipped with a standby electrical system... Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( ( ( f) Member of GAMA l.... USA 01352-820-03 1 APRIL 1998 REVISION 3 . ( ( ( ( ( { ( ( ( ( ( ( APPROVED ( B~ddfi~..( ( ( ( ( ( ( '" .. .6 FEBRUARY 2001 520-1 For Training Purposes Only . . SERIAL NO.. .- COPYRIGHT © 1998 CESSNA AIRCRAFT COMPANY WICHITA. A TeKlron Company CeSSri8 ~ ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 20 STANDBY ELECTRICAL SYSTEM (~..'f 7 ApR. KANSAS.../998 ( Wendell W. This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. REGISTRATION NO.

.ItJtr.998 6 February 2001 6 February 2001 REVISION NUMBER ( ( S20-3 thru S20-4 * S20-5 thru S20-6 * S20-7/S20-8 3 3 o 3 ( APPROVED BY ~OpoIoo_"'DOM'''''..MODEL 208 (675 SHP) 520 STANDBY ELECTRICAL SYSTEM POH SUPPLEMENT ( ( SUPPLEMENT 20 STANDBY ELECTRICAL SYSrE~ Use the Log of Effective Pages to determine the current status 0(this supptement..-C' FAA APPROVED tJfrII)ER FAA 21 SUBPART . ( ( ( 520-2 For Training Purposes Only 6 February 2001 ( ..:..nItCo 4-u~&""'''E.n. 'hec.'''''••' DATE OF APPROVAL ( ( " FE.' . ( ( Revision Level Date of Issue 1 April 1998 13 October 1999 15 March 2000 6 February 2001 LOG OF EFFECTIVE PAGES ( o (Original) Revision 1 Revision 2 Revision 3 ( PAGE * S20-1 thru S20-2 DATE 6 February 2001 1 April 1. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.'6"U~~'( ~oo I ( ( '-.

( ( ( ( (. 2 circuit breaker in the main power relay box. the ·AVIONICS 1 and 2 power switches should 'be OFF to avoid feeding a possible fault in the primary power system when operating on standby power. The standby system switches are a two-position toggle-type switch. labeled STBY PWR. ( ( ( ( ( ( 1 April 1998 For Training Purposes Only 820-3 . Field excitation to the alternator ' control uoit is supplied through diode logic from either a circuit breaker in the standby alternator relay assembly. labeled STBY ELECT PWR ON.isolated by pulling the six 30-ampere bus feeder circuit breakers in the event of a fault in the primary power relay box.. The alternator is belt-driven from an accessory pad on the rear of the engine. standby power will automatically be supplied to the main buses if system voltage drops. Total amperage supplied from the standby electrical system can be monitored on the airplane volt/ammeter with the selector switch in the ALT position. in the annunciator panel.md STBY ELECT PWR INOP. Any time the standby ~Iectrical system is turned on.STANDBY ELECTRICAL SYSTEM POH SUPPLEMENT ( ( MODEL 208 (675 SHP) 520 SUPPLEMENT ( ( ( c. The system also includes an alternator control unit located forward of the circuit breaker panel. labeled . The system includes an alternator operated at a 75-amp capacity rating. Also. The AVIONICS STBY PWR switch/breaker and AVIONICS BUS TIE switch must be ON to utilize the 7S-ampere capacity.AVIONICS STBY PWR. labeled STBY PWR. The guard covering the standby avionics power switch must be lifted in order to select . or the KEEP ALIVE No. the ON position. a standby alternator contactor assembly on the left front side' of the firewall and two switches on the left sidewall switch panel. on the left sidewall circuit breaker panel. and a guarded two-position toggle-type switch/breaker. Circuit protection and isolation are provided by two 40-amp circuit breakers. System monitoring is provided by two amber lights.-' STANDBY ELECTRICAL SYSTEM SECTION 1 GENERAL A standby electrical system (see Figure 1) may be installed for use as a standby power source in the event the main generator system malfunctions in flight. The primary power supply system can be completely .

FIELD U NE eotnACTO A ALTERNATOR CONTROL UNIT ( ( ( I \ BATTERY BUS STANDBV' POWER SWITCH ( 26857008 ( ( Figure 1.. Standby Electrical System S20-4 ( 1 April 1998 For Training Purposes Only ( .S20 MODEL 208 (675 SHP) STANDBY ELECTRICAL SYSTEM POH SUPPLEMENT . ( CODI ~ C RCUIT BREAKER I (PUl l ..R rv 1M flES1 STOR * OIOOf AEMOTE5EttSE .RESETI fUSE BUS BA.. OFF PUSH·TO.. ..-.

Check STBY ELECT PWR INOP annunciator extinguished and STBY ELECT PWRON annunciator illuminated.TRIP. . then ON. To assure adequate alternator cooling at higher altitudes.SELECTALT and verify alternator load is 75 amperes or less. 6. 5.5.OFF. 6 February 2001 For Training Purposes Only S20-5 . Generator Switch -./ 3. When operating on the standby electrical system. GEN CONTROL and GEN FLO Circuit Breakers -..GENERATOR OFF ANNUNCIATOR ILLUMINATEO ' 1.' - ( ( ( EMERGENCY PROCEDURES GENERATOR FAILURE . REDUCE LOAD as required to prevent battery discharge. AVIONICS 1 and 2 Switches -. 2. 4.RESET (if tripped) and repeat step 1.'.000 feet. and 6 above. STBY PWR Switch -.ad 5 amps per 1000 feet above 21. reduce maximum electrical IO..( ( STANDBYELECTRfcAL SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 520 ( ( SECTION 2 ( (_. ( ( If GENERATOR OFF annunciator remains illuminated and STBY I ELECT PWR ON annunciator is illuminated: ( (.OFF. . If GENERATOR OFF annunciator remains illuminated and STBY ELECT PWR INOP annunciator is illuminated: ( ( ( ( ( ( 3.. then RESET. Perform steps 4. AVIONICS STBY PWR and AVIONICS BUS TIE Switches -ON. If primary poiNer is not restored: SECTION 3 ( ( ( ( ( ( (~~ . ".000 feet up to the maxim am operating altitude. \ LIMITATIONS . Volt/Ammeter -... the maximum electrical load is 75 amps from sea level to 21.

CHECK extin. SECTION 4 NORMAL PROCEDURES AFTER ENGINE START 1. Volt/Ammeter -. STBY PWR Switch -. 1. Standby Power Switch -. 1.COMPLETE utilizing primary power.and must be completedprior to any icing flight.SELECT ALT position and verify alternator output near zero. STBY ELECT PWR INOP Annunciator -. NOTE If the STBY ELECT PWR INOP annunciator illuminates. Generator -:. ( ( ( ( I 520-6 (Continued Next Page) 6 February 2001 For Training Pu rposes Only . surge may have temporarily tripped the ACU (alternator control unit). POH SUPPLEMENT ( STANDBY POWER FAILURE . ( ( If STBY ELECT PWR INOP annunciator remains illuminated: 3.. ( BEFORE TAKEOFF The following functional check of the standby electrical system should be accomplished before takeoff.TRIP.MODEL 208 (675 SHP) 520 STANDBY ELECTRICAL SYSTEM . 2. Flight -.ON. A bus voltage .LOAD to approximately 30 amps or greater (use taxi lights if required). 3. the ACU can be restored by cycling the standby power switch.. 2. 4. 4.STBY ELECT PWR INOP ANNUNCIATOR ILLUMINATED .. 2. /".OFF.OFF.( guished. . STBY PWR Switch -. If so. Generator Switch -. STBY PWR Switch --OFF. the alternator system may still be operational. then ON. STBY ELECT PWR INOP Annunciator -. .ON.

several of the red lights in the annunciator panel will remain illuminated after the battery switch is turned off. ENGINE SHUTDOWN The standby alternator receives field current from the keep alive 2 circuit so in an emergency condition.OFF). . Volt/Ammeter Selector Switch -. STBY ELECT PWR ON Annunciator -.RETURN tq BATT position. Normal engine shutdown procedures call for turning the standby power switch off prior to shutting the engine down and turning the battery switch off. The illuminated annunciators . Volt/Ammeter -. 9.serve as a reminder to turn off the standby power switch and thereby preclude draining the airplane's battery. If the standby power switch is inadvertently left on. or the Standby Power Switch is OFF. NOTE ( (~" ( ( ( ( ( A fully charged battery will carry part of the electrical load . illuminate. 10. Generator Switch -.CHECK ON. NOTE I ( ( ( ( ( ( ( ("' The STBY ELECT PWR INOP annunciator will not . ' 6 February 2001 For Training Purposes Only S20-7/820-S . 7. S. 6.RESET. ( ( ( ( ( ( ( ( ( ( CoY> SECTION 5 PERFORMANCE There is no change to the airplane performance when the standby electrical system is installed. except in the event of a broken alternator drive belt. STBY PWR Switch -. an electrical malfunction in the standby electrical system.( ( ( STANDBY ELECTRICAL SYSTEM POH SUPPLEMENT S20 MODEL 20S (675 SHP) ( ( 5. when initially switching from generator to standby alternator power because of the generator's higher'voltage regulation. STBY ELECT PWR ON Annunciator -.ON (STSY ELECT PWR INOP Annunciator -. the standby alternator can be brought on line without turning on the batteryswlich.CHECK OFF.CHECK for alternator output and check voltage approximately one volt less than with generator ON.

( ( ( ( ( ( ( ( "'C:'r For Training Purposes Only .

if the airplane is equipped with a ventilation fan. 1998 f) Member of GAMA COPYRIGHT Cl 199B CESSNA AIRCRAFT " COMPANY WICHITA.d<etJ/~ m ~ l' Wendell W. This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.A rsldron Company ~ eessna Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 208 (675 SHP) SUPPLEMENT 21 VENTILATION FAN SYSTEM SERIAL NO. c APPRoveDB:J/e. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL 7 APRIl. REGISTRATION NO. KANSAS. USA· 01352-S21-00 1 APRIL 1998 821-1 For Training Purposes Only ..

NUMBER 821-1 thru 821-6 o .S21 MODEL 208 (675 SHP) VENTILATION FAN SYSTEM POH SUPPLEMENT SUPPLEMENT 21 VENTILATION FAN SYSTEM Use the Log of Effective Pages to determine the current status of this supplement Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. Revision Level Dateo.~i:l 821-2 For Training Purposes Only 1 April 1998 . Issue 1 April 1998 o (Original) LOG OF EFFECTIVE PAGES PAGE DATE 1 April1998 REV. ( ( ( ( ( .

The system controls are located on the overhead console ·between the pilot and front passenger. ram airflow is ducted to the overhead ventilating outlets. with positions labeled AIR ON and AIR OFF. The switch will not operate the fan until the shutoff valve is open. As each control is rotated beyond OPEN to the FAN position. if desired) by rotating the controls to the FAN position. rotating the controls toward the OPEN position progressively opens the shutoff valves. The pilot and front passenger outlets are the swivel type for optimum pOSitioning. to control airflow volume. a mechanism on the control actuates a switch to operate the duct-mounted fan located just inboard of the shutoff valve in each wing.. Adjustable ventilating outlets (one above each seat pOSition) offer individual ventilation to the airplane occupants. This airflow can be augmented during ground operation (or in flight.":Y ( 1 April 1998 For Training Purposes Only S21-3 . the shutoff valves are closed. and each have a separate rotary-type control beside the outlet. The . An audible clicking sound will be heard as the vent air controls are rotated. Eight additional rear seat passenger outlets on the Standard 208 are directionally adjustable fore and aft. Whenever the vent air controls are in the OPEN position.VENTILATION FAN SYSTEM POH SUPPLEMENT ( MODEL 208 (675 SHP) S21 ( SUPPLEMENT VENTILATION FAN SYSTEM ( (Passenger Version Only) SECTION 1 GENERAL ( ( The ventilation fan system (see Figure 1) · provides supplemental cabin ventilation. and airflow volume is controlled by rotating the outlet nozzle which controls an internal valve. The vent air controls (one left and one right) operate shutoff valves in the left and right wing to control the flow of ram ventilating air which enters the inlet in each upper wing strut fairing. thus assuring a supply of cooling air to the fan motor.vent air controls also operate switches in two ventilation fan circuits to control fan operation. and consist of two rotary-type vent air controls. labeled VENT AIR. When the vent air controls are rotated to the CLOSE pOSition. System electrical protection is provided by two "pull-off" type circuit breakers.: .-:. . ( ( ( ( ( ( ( ( ( ( ( -. on the left sidewall switch and circuit breaker panel. ( ( ( ( ( l'- \. labeled LEFT VENT BLWR and RIGHT VENT BLWR.

I I ._0. . \ ' OLIVA SLIVR CIRCUIT ~ 8REAKERS VI/IJ Vf/IJ ~ . R VENT AIR \ I \ I \ I . I VENTI LATI NG I AIR INLET (IN UPPER WING .:@) l ~E I ... I I.. ( ( ( ( Figure 1. Ventilation Fan System S21-4 For Training Purposes Only 1 April 1998 .I 0' ""+--1--1 I r-_. ( SHUTOFF VALVE SHUTOFF VALVE ( ( ( ( ADJUSTABLE REAR PASSENGER OVERHEAD VENTILATING OUTLETS IS} (ST ANDARD 208 ONL V} r--- CODE .. RAM AIR FLOW \ ( ( VENTILATING AIR _ ELECTRICAL CONNECTION MECHANICAL CONNECTION NOTE ( ( The vent air controlt/swJtches are located on the overhead eonlole. STRUT FAIRING} ~ I I I\ \ / VENTILATION FAN SIVITCH '" VENTILATION FAN SWITCH I .. .. . ( / 266570075 ~.. I .521 MODEL 208 (675 SHP) VENTILATION FAN SYSTEM POH SUPPLEMENT OPEN VENT AIR CONTROL LEFT VENT RIGHT VENT !~f~l" .. (VENTILATING AIR INLET liN UPPER WING STRUT FAIRING} \ . ..... 1 ..

OPERATION ON GROUND After the preflight inspection and engine start.FAN position. Forward Entry Doors -.CLOSED AND LOCKED. SECTION 3 ( ( ( ( ( ( SECTION 4 NORMAL PROCEDURES PREFLIGHT INSPECTION ( ( ( ( In hot weather during the preflight (walk-around) inspection. 2. •.. use the following procedures for best utilization of the system prior to flight. ( ( ( ( ( ( ( ( ( (.( ( ( VENTILATION FAN SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) S21 ( ( SECTION 2 LIMITATIONS There is no change to the airplane limitations when the ventilation fan system is installed.. open the forward entry doors. ( ( ( EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the ventilation fan system is installed.OPEN as desired. Ventilation Outlets -. Vent Air Controls -. BEFORE TAKEOFF 1. cargo doors and aft passenger door to aid in cool-down of the cabin before engine start. 1 April 1998 For Training Purposes Only S21-5 . 1.

the increased ram effect of outside ! air entering the system inlets. SECTION 5 PERFORMANCE There is no change to the airplane performance when the ventilation fan system is installed. ventilating airflow is provided by .MODEL 208 (675 8HP) 521 VENTILATION FAN SYSTEM POH SUPPLEMENT ( ( OPERATION IN FLIGHT ( The ventilation fans usually are not required during flight since . i' ( ( ( ( \" ( ( 821-6 For Training Purposes Only 1 April 1998 . The vent air controls and the overhead ventilation outlets may be adjusted as required to provide the desired cabin ventilation. the \lent air controls may be returned to the FAN position (and the forward entry doors may be opened) while taxiing to the tie-down area to help ventilate the cabin. After landing.

This supplement must be inserted into Section 9 of the Cessna Model20B (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.. ' 1 APRIL 1998 ( 01352·522-00 ( S22-1 For Tnlining Purposes Only . ( ( ( ( ( ( ( ( '" ( ( ( ( ( ( APPROVED B:J/e. REGISTRATION NO.k. USA. WINDSHIELD ANTI-ICE SYSTEM (C SERIAL NO.4/r../998 Wendell W.dtffl. if the airplane is equipped with the windshield anti-ice system. KANSAS.( ( ( ( ( ( ( A Textron Company CeSSri8 ~ ( ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 22 .W'.f 7 APRII... Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( ( ( ( I) Member of GAMA COPYRIGHT " 1998 CESSNA AIRCRAFT COMPANY WICHITA.

( S22-2 For Training Purposes Only 1 April 1998 . ( ( ( Revision Level Date of Issue 1 April 1998 o (Original) LOG OF EFFECTIVE PAGES PAGE DATE REV. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. NUMBER 822-1 thru 822-5/S22-6 1 April 1998 o .MODEL 208 (675 SHP) 522 WINDSHIELD ANTI-ICE SYSTEM POH SUPPLEMENT SUPPLEMENT 22 . WINDSHIELD ANTI-ICE SYSTEM Use the Log of Effective Pages to determine the current status ( of this supplement.

The panel may be stowed in the airplane when not in use. The heated glass panel should be installed whenever icing conditions are a possibility on a proposed flight. In the event of a malfunction in the system controller circuitry. The switch is off when placed in !he middle position. When the switch is placed in the AUTO (upper) position. the switch can be held in the momentary MANUAL (lower) position to An annunciator. breakers are located on the left sidewall switch . and circu it breaker panel. a control circuit breaker labeled W/S ANTI-ICE CaNT and Both circuit a heater circuit breaker labeled W/S ANTI-ICE. electric current regulated by a controller flows to the anti-ice panel to prevent the formation of ice in the protected segment of the windshield. a padded cover is provided for protection against scratches. A detachable electrically-heated glass panel approximately 19 inches high and 9 inches wide mounts to the base of the windshield in front of the pilot. Windshield anti-icing is controlled by a three-position toggle switch.. and wiring damage. WINDSHIELD ANTI-ICE. labeled achieve windshield anti-icing.may form on the windshield. A quick disconnect feature utilizing a spring-loaded release pin is provided to facilitate ease of installation · and removal. labeled W/S . especially if the freezing level is near or at the surface. ( ( ( ( ( ( ( (~o-'. breakage. WINDSHIELD ANTI-ICE SYSTEM SECTION 1 GENERAL The windshield anti-ice system assures adequate visibility for a landing during flight conditions where ice . illuminates to indicate that the system is operating. The system is protected by two "pull-off" type circuit breakers.( ( ( WINDSHIELD ANTI-ICE SYSTEM POH SUPPLEMENT S22 MODEL 208 (675 SHP) SUPPLEMENT '-- ( ( ( ( r '. S22-3 For Training Purposes Only 1 April 1998 . on the de-ice/anti-ice ·switch panel.

The anti-ice system should be checked prior to takeoff as follows: 1.AUTO. 2. 3. intentional flight into known icing conditions is prohibited unless a complete flight into known icing equipment package is installed. unexpected icing conditions are encountered. Windshield Anti-Ice Switch -.MANUAL.exits. ( ( ( ( ( ( SECTION 3 EMERGENCY PROCEDURES Flight into known icing conditions is prohibited unless a complete If flight into known icing equipment package is installed. turn the 2. the follow procedure is recommended: 1. Windshield Anti-Ice Switch -.08 (675 SHP) 822 WINDSHIELD ANTI-ICE SYSTEM POH SUPPLEMENT ( SECTION 2 LIMITATIONS Ther:eis no change to the airplane limitations when the windshield ( anti-ice system is installed. 822-4 For Training Purposes Only 1 April 1998 .basic handbook should be followed. the Inadvertent Icing Encounter checklist in Section 3 of the . Observe increase In generator output and illumination of WINDSHIELD ANTI-ICE annunciator.~ ~. Windshield Anti-Ice Switch -. The anti-ice system may become ineffective if a large accumulation of ice is allowed to form . In addition. Windshield Anti-Ice Switch -. NORMAL PROCEDURES " SECTION 4 . NOTE ( ( ( ( ( For accurate magnetic compass readings. windshield anti-ice switch OFF momentarily. Prolonged operation of the system without the engine running should be avoided.AUTO position 5 to 10 minutes in advance of its need.MODEL 2.OFF when the possibility of icing no longer .

( ( ( ( ( ( ( SECTION 5 PERFORMANCE There is no significant change to the airplane performance when the windshield anti-ice system is installed.' " ( ( ( ( ( ( ( ( ( (' '.( ( WINDSHIELD ANTI-ICE SYSTEM POH SUPPLEMENT S22 MODEL 208 (675 SHP) ( ( ( 4.. ( ( ' -""'" . A CAUTION Inadvertent prolonged operation of the heated anti-Icing panel without the engine running may cause damage to the panel and crazing of the windshield. Observe increase in generator output and ilium ination of WINDSHIELD ANTI-ICE annunciator. ( ( ( ('~" . ( ( ( \:. ( t F . "." ." 1 April 1998 S22-5/S22-6 ( For Training Purposes Only .

( ( For Training Purposes Only . ( ~~ ....( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( I I \ .

KANSAS. I ( APPROVED B~4tff1/~+''''f 7 APRIl. ( / Wendell W. USA D1352-S23-01 1 APRIL 1998 REVISION 1 • 4 MAY 2001 S23-1 For Training Purposes Only . if the airplane is equipped with a Pointer Model 3000~11/Model 4000-11 Emergency Locator Transmitter (EL T) .Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL (~-. Cornell Executive. REGISTRATION NO. ) Member of GAMA .( ( ( ( ( to \ A Textron Company ( ( Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ( ( CESSNA MODEL 208 (675 SHP) SUPPLEMENT 23 POINTER MODEL 3000·11/MODEL 4000·11 EMERGENCY LOCATOR TRANSMITTER (ELT) SERIAL NO. COPYRIGHT " 1998 CESSNA AIRCRAFT COMPANY WICHITA. 1998 .. ( ( ( ( ( ( ( I ( ( ( ( This supplement must be inserted into Section 9 of the Cessna Model 208 (675 SHP) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual.

( ( ( APPROVED BY ( ( I w . .v... ( . .00\ ( ( ( ( ( (.." ' _ _ 00 r. . . NUMBER ..( ' . M~'( 2..IS23 MODEL 208 (675 SHP) POINTER 3000-1114000-11 ELT POH SUPPLEMENT ( ( SUPPLEMENT 23 ( I POINTER MODEL 300Q-11/MODEL 4000-11 EMERGENCY LOCATOR TRANSMITTER (ELT) ( ( Use the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.- ( DATE OF APPROVAL .~-~ >4--~-..-.. ( ( S23-2 For Training Purposes Only 4 May 2001 . Revision Level Date of Issue 1 April 1998 4 May 2001 ( ( o (Original) Revision 1 LOG OF EFFECTIVE PAGES PAGE " S23-1 thru S23-8 DATE 4 May 2001 REV..ovm _ _ 2'SUIlAU" J -..

fire 'retardant. ( ( \. inside the transmitter case. the FAA and CAP monitor 121 .0 MHz. The ELT is contained in a high impact. To gain access to the unit. which is in the center of the rocker switch.5 MHz and 243. The ELT emits an omni-directional signal on the international distress frequencies of 121. General aviation and commercial aircraft. and 243.5 MHz.behind the aft cabin partition wall on the right side of the tailcone.•. . : Power for the transmitter is provided by an alkaline battery pack ( '-.( POINTER 3000-11/4000-11 ELT POH 8U PPLEMENT MODEL 208 (675 SHP) 9231 ( ( SUPPLEMENT · 1''\ ( POINTER MODEL 3000-11/MODEL 4000-11 EMERGENCY LOCATOR TRANSMITTER (ELT) SECTION 1 GENERAL I ( ( ( This supplement provides information which must be observed when operating the Pointer Model 3000-11/Model 4000-111 Emergency Locator Transmitter (ELT). ( ( ( { . 4 May 2001 For Training Purposes Only 823-3 . The ELT is operated by a control panel at the forward facing end of the unit or by the remote switch/annunciator located on the top center portion of the copilot's instrument panel (see Figure 1).~.0 MHz is monitored by the military.... which is designed to activate when the unit senses longitudinal inertia forces as required in TSO-C91 A.. The Pointer Model 3000-11/Model 4000-11 ELT consists of a self-I contained dual-frequency solid-state transmitter powered by a battery pack consisting of five alkaline "C" cell batteries and is automatically activated by a deceleration sensing inertia "G" switch... a remote switch/annunciator is installed on the top center location of the copilot's iostrument panel for control of the ELT from the flight crew station. waterproof case with carrying handle and is mounted . open the zipper in the aft cabin canvas partition. The annunciator. ' ( ( ( ( ( ( ( ( .. Also. illuminates when the ELT transmitter is transmitting.

(. 3. TRANSMITTER ANNUNCIATOR LIGHT -.IS23 MODEL 208 (675 SHP) POINTER 3000-1114000-11 ELT POH SUPPLEMENT ( AWAANING In accordance with FAA regulations. b. ( 2. On or before ' battery replacement date. ..Connects to antenna mounted on top of tailcone . Battery replacement date Is marked on the battery pack and the label on the transmitter. ( ( ( ON ( ( ( 1 T 0 u A • RESET 1 f L 1\ ( T ( ( ( 4 3 2 5 2685P6011 2685P6012 { ( 1. the ELT'sbattery pack must be replaced after 2 years shelf or service life or for any of the following reasons: a. ELT Control Panel and Remote Switch/Annunciator (Sheet 1 of 2) ( ( 523-4 ForTraining Purposes Only 4 May 2001 .Illuminates red to indicate the transmitter is transmitting a distress signal.--:. time accumulated in several tests and inadvertent activation of known duration).g. After the transmitter has been used in an emergency situation (including any inadvertent activation of unknown duration).. After the transmitter has been operated for more than one cumulative hour (e. ANTENNA RECEPTACLE -.: Figure 1. ( .. ( ( ( ( c. .::-~:. REMOTE CABLE JACK --Connects to ELT remote SWitch/annunciator located on the copilot's instrument panel.. . .

RESET -- ( ( (..( ( ( ( POINTER 3000-11/4000-11 ELT POH SUPPLEMENT MODEL 208"(675 8HP) 5231 4. ' Arms transmitter for automatic activation if "G" switch senses a predetermined deceleration level.207 ( ( \ .~. ON position bypasses the automatic activation (The red annunciator in the center of the remote switch/annunciator should illuminate).. OFF/RESET -- ( ( \ ( 5. outside skin. MASTER FUNCTION SELECTOR SWITCH (3-position toggle switch): AUTO .. Deactivates and rearms transmitter after automatic activation by the "G" switch. Activates transmitter instantly. following "rescue and to reset the automatic activation function_ (The red annunciator ' in the center of the remote switchiannunciator should extinguish). " Deactivates transmitter during handling. .. Figure 1..:. The . REMOTESWITCH/ANNUNCIATOR (3-position rocker switch): ON -Remotely activates the tranSmitter for test or emergency situations. " Red annunciator in center of rocker switch should extinguish....( \. adjacent to the ELT: ELT IS LOCATED BEHIND THIS SURFACE a. ( ( ( ( C -..«. ( ( r"" " ( ( ( \. ( ( AUTO . ON .. " Arms transmitter for automatic activation if "G" switch senses a predetermined deceleration level. ( ( 4 May 2001 For Training Purposes Only 823-5 . Used for test purposes and if "G" switch is inoperative. The following information must be presented in the form of placard on the right. ~. Red annunciator in center of rocker switch illuminates to indicate that the transmitter is transmitting a distress signal. ( ( ELT Control Panel and Remote Switch/Annunciator (Sheet 2 of 2) ( SECTION 2 LIMITATIONS The following information must be present in the form of a placard located on the upper right side of the aft cabin partition: EMERGENCY LOCATOR TRANSMITTER INSTALLED AFT OF THIS PARTITION MUST BE SERVICED IN ACCORDANCE WITH FAR PART 91.

1.and ON again requires manual switching of the master function selector switch which is located on the ELT unit. Position remote switch/annunciator to the ON position even if annunciator light is already on. FOLLOWING RESCUE -. inoperative if damaged during a forced landing. However. Immediately after a forced landing where emergency assistance is required.5 MHz. Attempt contact ( with rescue aircraft with the radio transceiver set to a frequency of 121. b.5 MHz.: ~ ' ( 4. the EL T should be utilized as follows: ( ( ( ( ( NOTE The ELT remote switch/annunciator system could be . especially in remote and ( mountainous areas. S23-6 For Training Purposes Only 4 May 2001 .Position remote switch/annunciator to the AUTO position. 11 airplane radio is operable and can be safely used (no threat of fire or explosion). ' to turn the ELT OFF .Conserve airplane battery.Position remote switch/annunciator to the RESET position and release to the AUTO position to prevent radio interference. Ensure that antenna is clear of obstructions. If inoperative. PRIOR TO SIGHTING RESCUE AIRCRAFT -.the inertia "G" switch will activate automatically. ( ( 2. 3. Do not activate radio transceiver. ( ( NOTE When the ELT is activated. turn ON and select 121. activate the ELT transmitter by positioning the remote switch/annunciator to the ON position. a decreasing tone will be heard before the typical warbling tone begins. it is working properly.1523 MODEL 208 (675 SHP) POINTER 3000-11/4000-11 ELT POH SUPPLEMENT ( SECTION 3 ( EMERGENCY PROCEDURES Before performing a forced landing. If no contact is established. c. ENSURE ELT ACTIVATION: ( ( ( ( i a. '«. The annunciator in center of rocker switch should be illuminated. AFTER SIGHTING RESCUE AIRCRAFT -. If the ELT can be heard transmitting. terminating emergency transmissions. return i ( the remote switch/annunciator to the ON position immedlately.

Place remote switch/annunciator in the ON position. NOTE ( ( ( Test should only be conducted within the first 5 minutes of each hour. Another way to check is to select 121. INSPECTIONITEST ( ( ( ( ( ( ( ( ( f' .. Place the ELT master function selector switch in the ON position.. Turn airplane battery switch and avionics power switches ON. Verify that the transmitter annunciator light on the ELT and the remote switch/annunciator on the instrument panel are illuminated. The annunciator should illuminate. ( NORMAL PROCEDURES As long as the remote switch/annunciator is in the AUTO position and the ELT master function selector switch remains in the AUTO position.. 3. Disconnect antenna cable from ELT. the ELT has inadvertently activated itself. Following a lightning strike. If the remote switch/annunciator is illuminated or an emergency tone is heard. . \. the ELT may activate although no emergency exists.5 MHz. If the remote switch/annunciator illuminates.207. the ELT master function selector swi~ch · in the OFF/RESET position.locator transmitter should be tested every 100 hours. 6. position the remote switch/annunciator in the RESET position and release to the AUTO position. the ELT automatically activates when the unit senses longitudinal inertia forces as required in TSO-C91 A.. The emergency . then immediately reposition the remote switch/annunciator to the RESET position and release to the AUTO position. 1. 4. Place. 4 May 2001 For Trainine: Purposes Only S23-7 ..( POINTER 3000-11/4000-11 ELT POH SUPPLEMENT . Turn airplane transceiver ON and set frequency to 121.. The ELT must be serviced in accordance with FAR Part 91.5 MHz on the radio transceiver and listen for an emergency tone transmission . or an exceptionally hard landing. 5. 2. MODEL 20B (675 SHP) S231 ( ( ( SECTION 4 I' ( \. ( ( ( ( ( ( ( ( ( . 7. Permit only three emergency tone transmissions.

Reconnect antenna cable to ELT. 3.0 MHz ( while in flight to assist in identifying possible emergency ELT transmissions.( SECTION 5 PERFORMANCE There is no change to the airplane performance data when this equipment is installed.0 MHz.5 MHz or 243. Your flight altitude and frequency on which the emergency signal was heard -. A CAUTION A test with the antenna connected should be approved and confirmed by the nearest control tower. On receiving a signal. Your position at the time the signal was first heard. If possible. Your position at maximum signal strength. ( e INFLIGHT MONITORING AND REPORTING Pilots are encouraged to monitor 121. yet it will not disturb other communications or damage output circuitry. ( ( . NOTE e. positions should be given relative to a navigation aid. After accumulated test or operation time equals 1 hour. Your position at the time the signal was last heard. provide the bearing to the emergency signal with each reported position.121. 9. 2. Reposition EL T master function selector switch to AUTO.