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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 .

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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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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

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

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6... INTO THE WIND. 9. Wing Flaps •• 0°. maintain descent attitude.. Life Vests and Raft·· INFLATE when outside cabin. 3. .' ( ( 23 September 2003 208PHTRm ( ForTraining Purposes Only . 1. Power·· ESTABLISH 300 FT/MIN DESCENT AT 100 KIAS. 10. FACE •• CUSHION at touchdown with folded coat or similar object. · · ' .. Seat Belts.. Airplane·· EVACUATE. . Shoulder Harnesses •• SECURE. Approach·· High Winds . ( ( ( ( ( ( ( ( ( 1-- \. light Winds. 8.giving location and intentions and SQUAWK 7700 if transponder is installed. Touchdown •• NO FLARE.. 7.( Cessna ( ( ( MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY 'REVISION SECTION 3 • EMERGENCY PROCEDURES ( ( ( {' FORCED LANDINGS DITCHING Radio·· TRANSMIT MAYDAY on 121.5 MHz. 4. Seats. 2. Heavy Objects in Cabin •• SECURE if passenger is available to assist. 5. Heavy Swells •• PARALLEL TO SWELLS. ( ( ( ( ( ( ( ( ( ( i f ( ( 'tit~~..

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( { \ ( ( ( ( ( ( ( ( ( Forward Side Vents -. Wing Flaps -. . Ventilation Fans (if installed) -. 10.0°. Propeller Control Lever -. 8. 11. 9. 3.OPEN.( Cessna ( ( MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 3 . Fuel Condition Lever .OFF.-". Power Lever -.CLOSE. 20ePHTR02 .PULL OFF.EMERGENCY PROCEDURES ( ( SMOKE AND FIRE ENGINE FIRE IN FLIGHT (Red ENGINE FIRE Annunciator On Or Off) 1. 100 KIAS .. 4. 7.CUTOFF.FEATHER.) 23 September 2003 Fpr Training Purposes O"ly . Forced Landing -. Cabin Heat Firewall Shutoff Coritrol-. 2. Airspeed _.EXECUTE (as described in Emergency Landing Without Engine Power) ( ( ( '--- ( ( ( ( / (- .ON. 5. \0. Fuel Shutoff -.IDLE. 6. Overhead Vents -.

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

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

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

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

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

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

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HIGH IDLE. Flight Controls _ FREE and CORRECT. 13. pull to BYPASS position and check torque drop. Elevator. Known Icing System -~ PREFLIGHT COMPLETE (See Systems Checks) prior to any flight in icing conditions. Fuel Tank Selectors -. Strobe Lights -.CHECK and SET. 6. 17. Fuel Quantity -. Pitot/Static Heat -. 16.400 FT-LBS.EXTINGUISHED or considered.RECHECK FULLY ON.CHECK (stabilized at 1750 ±60 RPM) (See Systems Checks) . Standby Pow.. Window . Suction Gage _. Brakes -. Cabin Heat Mixing Air Control-. Annunciators -.C HECK and return selector to BATT position.CHECK (See Section 2. d. 14. 10.. Turn control counterclockwise.OFF). Fuel Shutoff -. . 12. 22. Aileron. 18. Parking Brake·· SET.RELEASE.er Switch (if installed) . I ( 2.CHECK SECURE. Inertial Separator -. AS HEQUIRED.On when OAT is below 4°C (40°F). Autopilot .RECHECK. 4. move control back to NORMAL position and check that original torque is regained. Ice Protection -. For TrainjngPurposes Only 23 September 2003 20BPHTR02 . Power Lever --IDLE. Standby Power (if installed) _. 19~ ( ( ( ( 20. . Power Lever -. 26.CHECK. ( A WARNING Failure to properly utilize seat belts and shoulder harnesses could result in SERIOUS or FATAL injury in the event of an accident. 21. 9.ON (Standby Power INOF Annunciator . Limitations for minimum oil temperature required for flight). 23. Fuel Boost Switch . Seats. Quadrant Friction Lock -.PREFLIGHT TEST (See Systems Checks). 27. GPS/NAV Switch -. Overspeed Governor -. ( ( ( ( ( ( ( ( 11 .. and Rudder Trim Controls -. 8.CLOSE. Seat Belts. a..RECHECK BOTH ON.. 15. Flight Instruments -. Engine Instruments .ADJUST. c. 24.AS REQUIRED. Wing Flaps _ SET at 0°. 7. b. CHECK (See Systems Checks). CHECK.RECHECK NORM. 25. Shoulder Harnesses -. ( ( ( 3. Fuel Condition Lever -.SET.( ( Cessna MODEL SERIES 208 PILOT'S OPERATINGHANDBOOK TEMPORARY REVISION \ ( ( SECTION 4 • NORMAL PROCEDURES ( ( BEFORE TAKEOFF 1. Volt/Ammeter -.FLT-PUSH. 5. 28. Avionics and Radar·· CHECK and SET..SET for takeoff.

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

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

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

.- -.1575 1765 2010 2405 2910 _. 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 . ( ( 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.Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5· PERFORMANCE • TAKEOFF ( ...- .1700 1905 2170 2600 3150 --2980 3315 3765 4580 5695 ( 2695 3285 1350 1510 1690 1905 2145 2490 .- I 23 September 2003 20BPHTR02 For Training Purposes Only .. .-.- 2760 3070 3490 4235 5265 3035 3410 6205 .

3. Level.Normal Cabin Heat . ( ( ( \ ( Section 4. With takeoff power set below the torque limit (1658 ft-Ibs). ( ( 208 (600 SHP) ( ( ( 208 (600 SHP) . grass runway.Off Torque Set per Figure 5-7 Paved. 2. 5.by the operation slightly exceeds the temperature limit are provided for interpolation purposes only. increase distance (both ground roll and total distance) by 3% for inertial separator in BYPASS and 5% for cabin heat on. For operation on a dry.( PILOT'S OPERATING HANDBOOK ( TEMPORARY REVISION Cessna MODEL SERIES 208 . WITHOUT CARGO POD TAKEOFF DISTANCE (GROUND ROLL DISTANCE ANDTOTAL DISTANCE TO CLEAR 50 FEET) ( ( ( FLAPS 0 0 CONDITIONS: ( ( ( ( ( Flaps 0° 1900 RPM Inertial Separator . 4.5 knots. Those distance which are included . Use Type II or Type IV anti-ice fluid takeoff technique as specified in /c- ( ( ( \. For operation with tailwinds up to 10 knots. ( / ( For Training Purposes OnlY 23 September 2003 20BPHTR02 . Decrease distances 10% for each 11 knots headwind. . Where · distance values have been replaced by dashes. operating temperature limits of the airplane would be greatly exceeded. Dry Runway Zero Wind NOTES: 1. increase distances by 15% of the "ground roll" figure. increase distances by 10% for each 2.

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

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. 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 .PERFORMANCE .

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

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

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

( - . ..- _.3130 3615 4255 5105 7000 89 104 'SL 2000 4000 6000 8000 10000 12000 1730 1940 2185 2590 3130 3815 2905 . _.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 . _. .Cessna MODEL SERIES 208 .. 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. .- _.- -2985 3325 3725 4455 5515 6995 1820 2100 2455 ..- 3225 3590 4020 4815 5965 7580 1965 2270 2655 3145 .1870 2095 2365 2800 3395 4140 ..3380 3905 4600 5525 ---- ! \ 7500 89 104 SL 2000 4000 6000 8000 10000 12000 .. 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 . .--- _.- . PILOT'S OPERATING HANDBOOK . 5230 6590 6995 9025 3070 3415 3810 4275 5215 6490 8360 2845 3165 3530 3955 4820 5995 7715 _..- 23 September 2003 208PHTR02 For Training Purposes Only .

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

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

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

1895 2125 2395 2845 3450 4210 -3290 3665 4110 4940 6170 7960 -. 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 . .....-.--- ---- 3195 3700 ' 4370 5270 3065 3425 3835 4360 5385 1965 2215 2630 3185 3880 .._...Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5· PERFORMANCE . I 3595 4405 1700 1905 2145 2420 2755 3335 4080 1575 1765 1985 2235 2550 ' 3080 3765 .._- _.TAKEOFF 208 (675 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 0° TAKEOFF WT.. 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 --. .. 6865 .Purposes Only . -- ... --- 23 September 2003 208PHTR02 For Training .. -- -- ---- ... -..........-1995 2300 ' 2695 3195 3450 3995 4726 5705 --_._1845 2130 2490 ' 2950 -1750 ---3045 3395 3805 4570 5705 7350 _.... a a _ \..

grass runway. Only 23 September 2003 208PHTR02 . increase distances by 15% of the "ground roll" figure. With takeoff power set below the torque limit (1865 ft-Ibs). Dry Runway Zero Wind Cargo Pod Installed ( ( ( ( ( . increase distances by 10% for each 2 knots. LeveJ. For operation on a dry. operating 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 increse ground roll 5% and total distance 9% for cabin heat on. Where distance values have been replaced by dashes. For operation with . 4. ' " 5.50 FEET) ( ( ( FLAPS 0° ( ( ( ( ( ( (/ CONDITIONS: Flaps 0° 1900 RPM Inertial Separator . ( ( (" / For Training Purpose!. 2. l}$e Type II or Type IV anti-ice fluid takeoff technique as specified in Section 4.( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION . Those distance which are included by the operation slightly exceeds the temperature limit are provided for inteipolation purposes only. "'~ _c' ( ( ( ( / \ NOTES: 1. 3.Normal Cabin Heat" Off Torque Set per Figure 5·8 Paved. Decrease distances 10% for each 11 knots headwind.tailwinds ·up to 10 knots. Cessna MODEL SERIES 208 208 (675 SHP) ( ( ( ( 208 (675 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR.

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

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

TAKEOFF 2088 (600 SHP) CARGO POD INSTALLED TAKEOFF DISTANCE (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) FLAPS 00 TAKEOF. 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. 20BO 2360 2690 3125 3955 5085 -4150 4725 · 5405 6355 6545 12085 -2200 2500 2905 3635 4650 -.F 10'e::. 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 . _. 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 . 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 . 5110 5835 6895 9130 12840 2410 2740 3125 3635 4625 5985 2550 2905 3380 4245 5465 6000 .---. 4395 5010 5905 m5 10840 2000 4000 6000 6000 10000 12000 1. --- ---- . 2375 2700 3140 3935 -_.PERFORMANCE . 5105 -_. .--- 23 September 2003 20BPHTR02 For Training Purposes Only . 8000 10000 12000 7800 83 102 SL 2000 4000 ..FT OBS 5445 6220 7360 9770 13795 WT.-. 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 .- -4825 5500 6305 7435 10055 14345 - -' --._.2245 2550 -4485 ..Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5 ..

operatin~ temperature limits of the airplane would be greatly exceeded.5 knots.Off Torque Set per Figure 5-7 Paved.in BYPASS and 5% for cabin heat on. 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 . For Tr~ining Purposes Only 23 September 2003 208PHTR02 . For operation on a dry. With takeoff power set below the torque limit (1658 ft-Ibs). 5. Use Type II or Type IV anti-ice fluid takeoff technique as specified in Section 4.the operation slightl~ exceeds the temperature limit are provided for interpolatior purposes only.Normal Cabin Heat . Decrease distances 10% for each 11 knots headwind. For operation with tailwinds up to 10 knots. 3. Those distance which are included by . increase distance (both ground roll and total distance) by 3% fOi inertial separator . / ( ( ( ( ( ( ( ( NOTES: 1. increase distances by 10% for each 2. Dry Runway Zero Wind Cargo Pod Installed ( ( ( ( ( ( ( ( / . Where distance values have been replaced by dashes. grass runway. 2. . increase distances by 15% of the "ground roll" figure. Level.

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

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

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.Cessna MODEL SERIES 208 PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5 . 2460 2815 3520 4490 5870 1765 2000 2280 2610 3255 4145 5405 2O'.PERFORMANCE .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. 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 . 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 .5 2640 3025 3515 4450 5775 1920 2180 2485 2840 3305 4175 .

3... 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. grass runway. .- . Level. Use Type II or Type "IV anti-ice fluid takeoff technique as specified in Section 4. For operation on a dry. increase distances by 1 0% for each 2 knots. increase distances by 15% of " the "ground roll" figure. 4.( ( ( ( ( PILOT'S OPERATING HANDBOOK TEMPORARY REVISION MODEL SERIES Cessna 208 " . FLAPS 0° ( 1900 RPM Inertial Separator . Dry Runway Zero Wind ( ( ( ( ( ( ( I [ " ~< ( { ( ( ( NOTES: 1. .Normal Cabin Heat . operatin~ temperature limits of the airplane would be greatly exceeded. 5. Those distance which are included by the operation slightly exceeds the temperature limit are provided for interpolation purposes only. ( ( (' . 2.. 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 . For operation with tailwinds up to 10 knots. ~~~) For Trahling Purposes Only 23 September 2003 208PHTR02 .Off Torque Set per Figure 5-8 Paved. Where distance values have been replaced by dashes. Decrease distances 10% for each "11 knots headwind. With takeoff power set below the torque limit (1865 ft-Ibs).

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.

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

--- -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 .Cessna MODEL SERIES 208 .. 3880 4410 5045 2215 2520 2875 3300 4150 53301 70401 2085 2370 2705 3100 3895 4990 6570 1940 2205 2515 2885 3615 . 2675 · 3065 40·C TOTAL ROLL FT CLEAR 50FT OBS 4640 5575 6900 8845 / Wf.. 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 .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 .PERFORMANCE . PILOT'S OPERATING HANDBOOK TEMPORARY REVISION SECTION 5 .

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

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

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

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

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

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

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

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

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

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

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

710 FT Total Distance Over 50 FT Obstacle ..... .. Idle Power ... . . ....... Speeds are based on mid-cruise weight....... . . . . Flaps Up. ... ... 25.. ... .. descent and 45 minutes reserve. .. ) vi 29 September 1998 For Training Purposes Only ... . 177 KNOTS Maximum Cruise at 20.. ... . .... .. . .. Range Time 7.. . . Idle Power ..000 FT ..000 FT ...000 FT ....... 1600 FT STALL SPEED (KCAS): .. 61 KNOTS MAXIMUM WEIGHT: Ramp 8035 LBS Takeoff 8000 LBS Landing 7800 LBS ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) ) -.. . . .GENERAL INFORMA TION CESSNA MODEL 208 (675 SHP) ) GENERAL INFORMATION' WITH CARGO POD ) ) 1* SPEED (KTAS): Maximum Cruise at 10..... .9 HRS 1199 NM Max Range at 20. .... . .. . ..1 HRS 1028 NM Max Range at 10.. . ... .. . Range Time 6.1 HRS 1155 NM Max Cruise at 20.. ... ... . . . . MAXIMUM OPERATING ALTITUDE .. Range Time 5....... 75 KNOTS Flaps Down.000 FT ... 165 KNOTS RANGE: With 2224 pounds usable fuel and fuel allowance for engine start.. .... .... . ...000 FT .000 FT TAKEOFF PERFORMANCE: Ground Roll . 891 NM Max Cruise at 10... takeoff. .. .. 1170 FT Total Distance Over 50 FT Obstacle . climb.... .. 2090 FT LANDING PERFORMANCE: Ground Roll ........ .. . .. .9 HRS Time 1175 FPM RATE OF CLIMB AT SEA LEVEL ...... . Range 7. . taxi. ..... . . .....000 FT . ...... . . . .. .. .... ... ... ' ...

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

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

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

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. a revision bar will be placed in the outer lower margin of the page. When extensive technical changes are made to text in an existing section that requires extensive revision. These adjuncts to the text are used to highlight or emphasize important points. . CAUTION . These pages will display the current revision date as found in the Original Issue and Revisions paragraph of this section. opposite the page number and date of the page. warnings. NOTE . CAUTIONS AND NOTES Throughout the text. cautions and notes pertaining to airplane handling and operations · are utilized. WARNING . procedures or limits which must be followed precisely to avoid injury or death to persons. ' ) ) ) ) ) ) ) ) ) WARNINGS.procedures or limits which must be followed to avoid damage to equipment.Calls attention to use of methods. New art pOinting number. 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. providing no other revision bar appears on the page. revision bars will appear the full length of text. ) ) ) ) ) ) x For Training Purposes Only 1 April 1998 . When technical changes cause unchanged text to appear on a different page.Calls attention to additional procedures or information pertaining to the text.

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

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

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

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

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

8--1 . Three View (Sheet 1 of 2) 26857001 26857001 ""~ ~: _. Figure 1-1. .. ) ) ) 1-2 For Training Purposes Only 1 April 1998 ) ) ...1" ---~---..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. ) ) ) 20'-6"-1 ) ) ) ) PIVOT POINT ) ) ) ) 1 ..... 106" ) ) ) ~11 ' .5 2 ' ..

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

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

The power turbine drives the propeller through a two-stage planetary gearbox at the front of the engine. Minimum: 104 inches. full-feathering. reversible. a low pitch blade angle of 15. ( 1 April 1998 For Training Purpos~s Only 1-~ . It also contains definitions or explanations of symbols. two-shaft engine utilizing a compressor section having three axial stages and one centrifugal stage. ( ( DESCRIPTIVE DATA ENGINE Number of Engines: 1 Engine Manufacturer: Pratt & Whitney Canada. an annular reverse-flow combustion chamber. Propeller Diameter: Maximum : 106 inches. Propeller Model Number: 3GFR34C703/106GA-0. a one-stage compressor turbine. abbreviations. a one-stage power turbine. Number of Blades : 3. Inc. and a single exhaust. with a feathered blade angle of 88°.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( " ( ( I Section 1 provides basic data and information of general interest. Engine Model Number: PT6A-114~ ? Engine Type: Free turbine. Horsepower: Flat rated at 675 shaft horsepower.6°. hydraulicallyactuated aluminum-bladed propeller. PROPELLER -'<000 "-?? ( ( ( Propeller Manufacturer: McCauley Accessory Division. and a maximum reverse blade angle of -14° (30-inch station). Propeller Type : Constant-speed. ( ( ( ( ( ( ( ( (' \ ( ( '" . and terminology commonly used.

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

cooler .:: Total Oil Capacity: 14 U. quarts.5 U. 332. gallons. I ( Refer to Section 8 for allowable concentrations of the above additives and additional information.S ~ quarts (including oil in filter.6 U. Refer to Section 8 for a listing of approved oils. 167.5 NOTE ( ( ( ( ( ~. the ' following additive is permitted for use in certain conditions: ' Sohio Biobor JF Kathon FP 1.S.S.0 U. If additional anti-static protection is desired. gallons.8 U. Approximately 9. 1001. Fuel Capacity: Total Capacity: Total Capacity Each Tank: Total Usable : OIL ( ( ( / 335. 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. ( ( ( Dupont Stadis 450 If additional biocidal protection is desired. Drain and Refill Quantity: Revision 6 For Training Purposes Only 1·7 . gallons. must be used.S.S. " 1' Oil Grade (Specification): Oil conforming to Pratt & Whitney Engine Service Bulletin No. and hoses). the following additivel is approved for use: " ' . r~" l".

Quart markings indicate U. MAXIMUM CERTIFICATED WEIGHTS ) ) ) .: 8'=45'0 / I Ramp: Takeoff: Landing: 80351bs. For example. a dipstick reading of 3 indicates the system is within 2 quarts of MAX if the oil is cold and within 3 quarts of MAX if the oil is hot.v'()\-k~-Z ) j ) A WARNING ) Ensure oil dipstick cap Is securely latched down. 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. volr'5e. . 78001bs. 1-8 For Training Purposes Only 1 April 1998 . 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).. If more than 10 minutes has elapsed since engine shutdown and engine oil is still warm. 80001bs.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.S. NOTE ) ) To obtain an accurate oil level reading. perform an engine dry motoring run before checking oil level.. quarts low if oil is hot. NOTE ) Refer to Section 6 of this handbook tor recommended loading arrangements in the Passenger Version and Cargo Version .

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

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

92 inches Hg (1013 .( ( CESSNA MODEL 208 (675 SHP) SECTION 1 GENERAL ( ( ( METEOROLOGICAL TERMINOLOGY ( ( \. Gas Generator RPM indicates the percent of gas generator RPM based on a figure of 100% being 37. The temperature gradient from sea level to the altitude at which the temperature is -56. 2. International Standard Atmosphere is an atmosphere in which: 1. OAT ( ( Outside Air Temperature is the free air static temperature. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.2 mb).500 RPM . Flat Rated denotes constant horsepower over a specific altitude and/or temperature.92 inches of mercury (1013 mb). The beta mode may be used during ground operations only_ Flameout is the unintentional loss of combustion chamber flame during operation. 3. It may be expressed in either degrees Celsius or degrees Fahrenheit.S o C is 1. ( (' Flameout Flat Rated Gas Generator 1 April 1998 For Training Purposes Only 1-11 I . ( ( Pressure Altitude ( ( ( ( ISA ( ( ("" ( ( '" tl ~ . The air is a perfect dry gas. The pressure at sea level is 29. 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.98°C per 1000 feet. 4.

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

) Usable Fuel Unusable Fuel 1 April 1998 For Training Purposes Only 1-13 . Torque is a measurement of rotational exerted by the engine on the propeller. Unusable Fuel is the quantity of fuel that can not be safely used in flight. 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.( ( 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. This power corresponds to that shown in the Engine Torque For Takeoff figure of Section 5. Windmill inputs. 9 is acceleration due to gravity. The value shown is not considered to be limiting.~.. Usable Fuel is the fuel available for flight planning.. Use of this power should be limited to normal takeoff operations. Gallons Per Hour is the amount of fuel consumed per hour. ( ( ( ( ( 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.

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

Tare is deducted from the scale reading to obtain the actual (net) airplane weight. this deviation from zero should be accounted for when calculating the net weight of the airplane. Arm is the horizontal distance from the reference datum to the center of gravity (C. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. used when weighing an airplane. ( ( ( ( ( Scale Drift { ( ( ( Standard Empty Weight f' " ( ( f Station \.( ( ( 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. including unusable fuel. If present. blocks. ( ( ( Arm Tare ( ( ( Useful Load 1 April 1998 For Training Purposes Only 1-15 . 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.) of an item. stands. etc. Standard Empty Weight is the weight of a standard airplane. Tare is the weight of chocks. Useful Load is the difference between ramp weight and the basic empty weight. full operating fluids and full engine oil.G. and is included in the scale readings. 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. .

Refer to Section 9. ) ) ) Flight Director Integrated Flight Control System (IFCS) ) GROUND OPERATIONS STALL WARNING DISABLE SWITCH The following procedure applies to airplane serials 20800316 and on. and an IFCS is required before operating any of the components of the KFC-150 Flight Control system. This will engage the ground stall warning disable switch.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. Supplements for complete operating details. 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. 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. 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. and earlier serials modified with Accessory Kit AK208-22: ) ) To preclude or disable nuisance stall warnings during ground operations. a flight director. ) ) ) 1-16 For Training Purposes Only 13 October 1999 . push the control yoke forward to the stop.

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

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

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

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

( ( ( ( MARKING ( ( ( ( KIAS VALUE OR RANGE SIGNIFICANCE White Arc 50 -125 Full Flap Operating Range. Lower limit is maximum weight Vs at most forward C.. Normal Operating Range .. with flaps retracted. Upper limit is maximum operating speed. ( ( Green Arc 63 -175 ( ( (. Maximum speed for all operations. Lower limit is maximum weight Vso in landing configuration . Red Line 175 ( ( ( (' Figure 2-2.' \. Upper limit is maximum speed permissible with flaps fully extended.( ( ( 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.G. Airspeed Indicator Markings 1 April 1998 For Training Purposes Only 2-5 .

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

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

6 1900 85 . an oil temperature between 74° and SO°C (165° and 176°F) is recommended. (10) When the ITT exceeds 765°C. Oil pressures below 85 PSI are undesirable and should be tolerated only for the completion of the flight. 0 .99. (5) Reverse power operation is limited to one minute. 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.2%.SECTION 2 LIMITATIONS POWER SETTING CESSNA MODEL 208 (675 SHP) OIL TEMP °C (7) 10 . -+e65Continuous (8) (1 ) 1900 85 . climb. Full 675 SHP rating is available only at RPM setting of 1BOO or greater. and cruise performance charts. reduce maximum For every allowable Ng by 2. (8) Use of this rating is intended for abnormal situations (i.105 1900 85 .99 0-99 . 1970 (4) · --~ --2090 40 Min · --675 1825 85 .105 I Transient Starting 2400(11) 850 (6) . Oil pressures below normal should be reported as an engine discrepancy and should be corrected before the next flight.1/_~!o ~~~iec.e.. 1(12) Up to 10 minutes for airplane serial numbers 20800364 and on.6 (6) ----- · ----- --- 090 (6) 805 --101.105 · 675 ) ) Per the Engine Torque For Takeoff figure of Section 5.6 101.105 1900 85 .6 101 . P-104 (12) -40 Min 10 ~ 99 OIL TORQUE MAX GAS GEN PROP RPM PRESS FT-LBS ITT (OC) RPM% PSIG (3) .6 52 Min 101 . (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). (7) For increased oil service life.1970(4) +86&.. (2) roo c ) ) ) ) ) ) ) ) ) 2-8 Revision 6 ) ) For Training Purposes Only ) .5) 0 ~(1) o 805 (10) 765 740 685 805 101.6 --- Maximum . · . A minimum oil temperature of 55°C (130°F) is recommended for fuel heater operation at takeoff power.105 'tJO 675 675 675 48e6. Less than 675 SHP is available under certain temperature and altitude conditions as reflected in the takeoff. (9) The maximum allowable SHP is 675. (4) Propeller RPM must be set so as not to exceed 675 SHP with torque above 1B65 ft-Ibs. (18°F) below -30°C (-22°F) ambient temperature. SHP (9) tf ~£ Takeoff Maximum Climb Maximum Cruise Idle Maximum Reverse (. preferably at a reduced power setting .99 0-99 0-99 -40 .102. (6) These values are time lim~ed to two seconds. this power setting is time limited to 5 minutes. maintain altitude or climb out of extreme icing or winds hear conditions). (11 ) These values are time limited to 20 seconds. and earlier airplanes equipped with Service Kit SK20B-147.

Airplane serial numbers 20800364 and on. 100% Ng is 37.O.-~. ------1900 RPM ( \. Full 675 SHP rating is available only at RPM settings of 1800 or greater. and earlier airplanes equipped with Service Kit SK208-147.1970 ft-Ibs (2) RED LINE (Max Limit) ----- ----- 1970 ft-Ibs 805°C ( ( ( --- ( ( ( 1"--- . .6% --'.-( --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. +104°C (6) I I (1) (2) (3) (4) (5) (6) Incorporates red wedge and T.( ( ( ( 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. 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 . --- 101. Incorporates red triangle at 10900 e and starting temperature limitation box labeled ST. +99°e to + 104°C (6) 105 PSI -40°C +99°e (5). at 1865 ft-Ibs to indicate the takeoff position.. LIM 1090°. Gas Generator %RPM Indicator (4) Propeller RPM Indicator Oil Pressure Gage Oil Temgerature age --- 52% to 101 .6% . Maximum oil temperature indicated by a red wedge.500 RPM.. Figure 2-4. Power Plant Instrument Markings Revision 6 For Traininl! Purooses Only 2-9 . Propeller RPM must be set so as not to exceed 675 SHP with torque above 1865 ft-Ibs .

5 in.Hg 3. (2) Incorporates stepped green arc with 15K.6 U.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) MISCELLANEOUS INSTRUMENT MARKINGS Miscellaneous instrument markings significance are shown in Figure 2-5.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 3.5. ) ) ) ) ) ) ) Figure 2-5.Hg 4.5 . 20K. 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. Miscellaneous Instrument Markings ) ) ) ) 2-10 For Training Purposes Only 7 September 2001 ) ) .5.000 Ft To 20.000 Ft Propeller Anti-ice Ammeter Oxygen Pressure Gage --4.0 .5.5 in. gallons.8 Gal nusable Each Tank) --- --- --- ) Suction Gage (2) To 15.S. 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.000 Ft To 25.5 in.5 .

lazy eights. Aerobatic maneuvers.41 inches (7. 8 March 1999 For Training Purposes Only 2-11 .. Reference Datum: 100 inches forward of front face of firewalL Mean Aerodynamic Chord (MAC): The leading edge of the MAC is 157. e':\-~lbs. chandelles .83% MAC) aft of datum at 8000 Ibs. including spins. The MAC length is 66. MANEUVER LIMITS This airplane is certificated in the normal category. ( ( ( ( ( ( ( ( CENTER OF GRAVITY LIMITS Center of Gravity Range : Forward: 162. Maximum Landing Weight: 78001bs. 184.40 inches.33% MAC) aft of datum at all weights up to 8000 Ibs. are not approved. or less. ( \ . -- ( ( ( WEIGHT LIMITS Maximum Ramp Weight: 80351bs. These include any maneuvers incidental to normal flying. and turns in which the angle of bank is not more than 60°.29% MAC) aft of datum at 4200 Ibs..35 inches (40. vo\ t\ ~ Maximum Takeoff Weight: 80001bs. -- Aft: ( r . with straight line variation to 174.06 inches (24..( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( ( . stalls (except whip stalls). ( ( ( NOTE Refer to Section 6 of this handbook for recommended loading arrangements in the Standard 208 and Cargomaster. The normal category is applicable to aircraft intended for non-aerobatic operations.57 inches aft of the datum.

The pilot is responsible for determining the airworthiness of his airplane for each flight and for assuring compliance with current operating FAR's. upon which type certification for each kind of operation was predicated. The operating limitations placard reflects the limits applicable at the time of Airworthiness Certificate issuance. . -1 . The following equipment lists identify the systems and equipment i.52g *Flaps Down (All Settings): +2. ) ) ) ) ) ) 2-12 For Training Purposes Only 7 September 2001 . ) ) 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. Reference should also be made to the Equipment List furnished with the airplane for additional equipment information. ) FLIGHT CREW LIMITS One pilot required in left seat. the structure meets or exceeds design loads. These systems and equipment items must be installed and operable for the particular kind of .SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.4g · * The design load factors are 150% of the above. and in all cases.8g. operation indicated.

(.. a functioning pneumatic altimeter is also required.( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( (':-. 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.'. 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 ~.

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.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) NIGHTVFR: All Equipment Required For Day VFA . pneumatic altimeter is also required. a functioning ) Fllght-Into-Known Icing: ) All Equipment Required For Day VFR. AndlOr IFR. Night VFR. 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 .

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

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 6.7 6.5 6. ) Refer to Section 8 for additional approved additives and concentrations.7 6. (3) I When using aviation gasoline. 2-16 Revision 6 For Training Purposes Only . The bbost pump must be ON for all flight operations. . (2) . ) NOTE Starts may be attempted with fuel at lower temperatures providing other specified engine limitations are not exceeded.S. the maximum fuel and ambient temperature for takeoff is +29°C (B5°F) and the maximum operating altitude is 9000 feet.7 6. whichever is warmer.5 6. Minimum starting temperature is that given or the minimum allowable oil temperature (-40°C). 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. 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.· 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.8 6.

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

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

including spin!>. Other operating limitatIOns which must be complied With when opeTallnR this alrpl~ne to thiS categolV ilre contained In the Pilot's Op. a~ro'fed.'plane In the Normal Category. from Cessna Aircraft Company or equivalent placards installed by an approved repair station In accordance with normal maintenance practices/procedures.ng H"dbook . SECTION 2 LIMITATIONS ( PLACARDS (-- ( ( ( A WARNING The following information must be displayed In the form of composite or Individual placards. in this cllegQr~ ( ( ( ( ( ( ( ( 'he ( ( ( Air~. rAJ Approved This airplaneIS approved tor tlight into ICing condilions il the proper optionll equipment is installed and operational.1 No acrobatic mafleuverS. e contain aperallng n Ilmlt.ral. IfR ( ( ( ( 1A.. intiudinR SlNRS.( ( ( CESSNA MODEL 208 (675 SHP) .ertthed 101 the lallowing flight operations as 01 date 01 or iginal allwollhmess cerlilicate: DAY . 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."" fl~hl are containtl' ill the PilOt's Operatinl Handbook and MOIl"!. IFR 2.nr. On control lock: CAUTION CONTROL lOCK REMOVE BEFORE STARTING ENGINE Revision 6 2-19 For Training Purposes Only . As a minimum.lions which musl be compiled wllh when operahng Ihls . NIGHT · VFR . 1. 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. No iClobalic maneuvers. lhis airplw is udihed lor the lollo wlng Ilight operations IS 01 date 01 oricinaJ ilir· wOflhiness ceo'l ~iCJte' ( DAY · NIGHT· VfR .nMAA Approved Airplane Fhghl Man u. See POH for weIChl and altitude restrictions relatinl10 ICe. the exact wording of these placards is required as specified in this section. approved fIIghl'nlo known Icmg conditions plohibited This airplime IS c. Placard wording can be from part numbered placards obtained .

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

-GROUND TO WING TIE-DOWN FITTING.S.blc. 332 GAL WITH BOTH TANKS ON MAXIMUM FUEL UNBALANCE IN FLIGHT: 200 LB . Below power lever: . ...... 1 April 1998 For Training Purposes Only 2-21 . : L 11 .. CAUTION USE BETA AND REVERSE ONLY WITH ENGINE RUNNING AND PROPELLER OUT OF FEATHER ( ( ( 10. JET-A-FUEL TOTAL CAPACITY 167.. + ( ( ( ( + GAL 165 ON t r - \. GALLONS ANTI·ICE ADDmVE REQUIRED..... 9. .- 2101007·' . QUANTITY AND TYPE OF ADDmvE. USa.~ ( ( ( Adjacent to each outboard fuel tank filler cap: .8 U."-...( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( ( ( ( (. SEE PILOTS OPERATING HANDBOOK FOR OTHER APPROVED FUELS.... On fuel tank selector: ( ( OFF FUEL TANK SELECTORS OFF ( ( ON ( GAL 165 + .

Adjacent to each inboard fuel tank filler cap (when installed): JET-A-FUEL TOTAL.. GALLONS. Adjacent to fueldrain can : "'''' " .INBD CAPACITY 120. ~ tIC.. Adjacent to fuel filter: 1'\11\.S.S.DRAIN PROPERLY DISPOSE 26050. \v 4.3 U.- . SEE PILOT'S OPERATING HANDBOOK FOR OTHER APPROVED FUELS.o"". ". I ~. GALLONS .3 U. 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.SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) 12. uJo.)Y"\ 0 I FUEL FILTER DRAIN DAILY 280104103 14.. 2106007·)1 13. CAUTION I DO NOT OPEN WHEN FUEL QUANTITY IS IN EXCESS OF 120.~ C.0 8-2 15.LJ"C EPA CAN . -GROUND TO WING TIE-DOWN FITTING.. ANTI-ICE ADDITIVE REQUIRED.

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

FLUX VALVE USE NON-MAGNETIC TOOLS AND SCREWS ) 21.. ) 20... ") 23 ...) .. ) Adjacent to left crew door inside door handle : LOCK OVERRIDE: TO UNLOCK PULL & ROTATE KNOB TO LOCK PULL & ROTATE KNOB .SECTION 2 LIMITATIONS CESSNA MODEL 208 (675 SHP) . On bottom of right hand wing just forward of aileron: . 2. 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 .5·2 CAUTION DO NOT TOW AIRCRAFT WITH RUDDER LOCK ENGAGED zo ••• n . On each side of nose strut fairing near tow limit marking (rudder ·Iock placard required when rudder lock installed): ) WARNING MAXIMUM TOW LIMIT 22.

( ( ( ( CESSNA MODEL 208 (675 SHP) SECTION 2 LIMITATIONS ( { ( 24. 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.

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

FLOOR LOADING 30 LBS. MAX. FLOOR LOADING 30 LBS. PER SQ. On i. ( ( 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. FT. NO SHARP EDGES 29 September 1998 For Training Purposes Only 2-27 . NO SHARP EDGES AFT COMPARTMENT MAX. FT. WEIGHT 280 LBS. MAX. PER SQ. WEIGHT 230 LBS. PER SQ. WEIGHT 310 LBS. FT. NO SHARP EDGES CTR. MAX. COMPARTMENT MAX. COMPARTMENT MAX.nside of cargo pod doors: I { ( / FWD. FLOOR LOADING 30 LBS.( ( CESSNA MODEL 208 (675SHP) SECTION 2 LIMITATIONS l ( ( 31. 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.

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 .

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

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

. Engine Malfunctions .. .. . . ..... ..... . . .... ... .. .. . Spins . .. . . ... ... ..... Inadvertent Opening Of Airplane Doors In Flight . . . ... ... .. . .. . .. Forced Landings . Gear Box Contamination .. ... ... .. . ....... . . . .... . . . ..... . . . .. . . . . ..... . ..... ... Emergency Descent Through Clouds . Smoke And Fire ..... ... Right Or Left Crew Doors Open .... .. ...... . ..... . ... ... . .... ... . . . .... ... ... . .. . t '.. .. . .. . . . ..... . . AMPLIFIED PROCEDURES ( ( ( ( ( ( ( ( ( ( \ ( ( ( ( ( / Engine Failure .. ..... . 29 September 1998 For Training Purposes Only 3-3/3-4 . .... .. .... ..-. ... .~''' ... ~ .. . . . .. . . . . . .. .... .. . . .. .. . ... . .. ... . . .. ..... ... . . .. .. . Electrical Power Supply System Malfunctions . .. ... ... 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 .. .. ... . . .... .':?J. Generator Or Main Bus Malfunctions .... . .. . . .. Landing Without Elevator Control ..... . . . .... .. Loss ot Oil Pressure ... .. .... .... .. . ... .. Loss of Electrical Power . ... ...... Standby Electrical System Malfunctions . . .. . .. .. . .. ... . ~''':'. .. .... . .... ..•.... . ... .. .. . Partial Avionics Power Failure ... . . . ... ... . . . .. . .. . . Emergency Exits .. _.. .. . ..... Inadvertent Flight Into Icing Conditions . .. . . . .. .. Recovery From A Spiral Dive . . ..... ... . ...... . . .. ...... . ... ... . . . .... Static Source Blocked . . .. .. \.. ... .. . . .. . .. _ .. . ... . . ... ... . . . . Fuel Control Unit Malfunction In The Pneumatic Or Governor Sections . . • Fuel System Malfunction/Inadvertent Fuel Flow Interruption Procedures . .. ..... . . .. .. . ....( ( ( 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 .. ... . .. . ... .. ... . . . . ... . ... . . BatterY Malfunctions ... . .. . .. ... ..... .. .

For Training Purposes Only .

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

Fuel Condition Lever -. 6.OFF (warning horn will sound). Brakes -.REDUCE.IDLE.UP.CUTOFF. 10.OFF (pull out). Fuel Shutoff -. Fuel Tank Selectors -. ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1. Wing Flaps -. .. 2. 1 April ·199B For Training Purposes Only 3-S .OFF. 3.OFF.FEATHER. B. 5. Landing -. Standby Power Switch (if installed) -. 7. 2.OFF (warning horn will sound). S.OFF (pull out).85 KIAS. Battery ~. 4. 7.OFF. ENGINE FAILURE DURING FLIGHT 1.Refer to Emergency Landing Without Engine Power checklist. 3.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.APPLY. 3.. Wing Flaps -. Airspeed .BETA range. Fuel Boost Switch -.95 KIAS. 11 . 5. 5. Battery Switch -.OFF (pull out). Propeller Control Lever •• FEATHER. 6. Power Lever -. Wing Flaps -. 2. Ignition Switch -. Fuel Shutoff -. Propeller -.AS REQUIRED (full down recommended)..NORM. Fuel Shutoff -. 7.OFF. 9. Fuel Condition Lever -. If airplane cannot be stopped on remaining runway: 4. 4.CUTOFF. ENGINE FAILURE IMMEDIATEL V AFTER TAKEOFF 1. Airspeed .RETRACT. Power Lever . Fuel Condition Lever •• CUTOFF. Electrical Load -. Fuel Tank Selectors -.

IGNITION ON Annunciator -. Fuel Condition Lever -. Air Conditioner (if installed) -. ) ) (. ) ) If Gas Generator Speed (N g) Is Above 50%: a.000 feet maximum.MIN RPM.52% MINIMUM. ITT -. 11."'/) ) 1 17.CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ENGINE FLAMEOUT DURING FLIGHT 1. 15. b.OFF. b. Power Lever •• IDLE. Power Lever -. b.CUTOFF. Ignition Switch -. Fuel Condition Lever •• CUTOFF. 12.OFF if cause of flameout has been corrected. ) 2.IDLE. Ng -.~. 14. Fuel Condition Lever -. Starter Switch -. Propeller Control Lever -. 16. Ignition Switch -. Engine Oil Pressure -.MONITOR (1090°C maximum). Ignition Switch -.NORM. 13. Fuel Boost Switch -.REDUCE.NORMAl. Standby Power Switch (if installed) -. 2. c.CHECK ON. 10.START and OBSERVE. d. c. 8.ON. Power Lever -. 4.AS DESIRED after satisfactory relight as evidenced by normal ITT and Ng . Fuel Tank Selectors -.LOW IDLE and OBSERVE. 6. b. Ng -.12 MINIMUM . Electrical Load -. Avionics Power Switches -.ON (push in).20. RIGHT ON. ) ) ) ) ) ) ) ) )\.LEFT ON. AIRSTART ) STARTER ASSIST (Preferred Procedure) 1. a.OFF. Altitude -. Battery Switch -.ON. 9. · If Gas Generator Speed (N g ) Is Below 50%: a.OFF. Refer to Airstart checklists for engine restart.ON (check AUX FUEL PUMP ON annunciator ON. Bleed Air Heat Switch -.OFF. 7. Emergency Power Lever -. ) ) ) 1 April 1998 For Traininl! Purposes OnlY 3-7 . 5. 3.CHECK for indication. FUEL PRESS LOW annunciator OFF). Fuel Shutoff -. a.

then leave ON). 16.CUTOFF. A WARNING If conditions exist. Air Conditioner (if installed) -. such as heavy precipitation or nearly empty fuel tanks. Avionics Power Switches -. 3-8 1 April 1998 For Training Purposes Only .LEFT ON.MIN RPM.ON (push in).NORM (unless it cycles on and off.000 feet maximum (15. Fuel Condition Lever -. 8. Ignition Switch -. 9.ON. check IGNITION ON annunciator ON. 14.OFF.20.IDLE. 22.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( 18. Propeller Control Lever -.ON (check AUX FUEL PUMP ON annunciator ON. RIGHT ON.ON. Propeller Control Lever -. Battery Switch -. FUEL PRESS LOW annunciator OFF). Altitude -. Emergency Power Lever -.NORMAL. Electrical Equipment -.HIGH IDLE. Bleed Air Heat Switch -. 2. 5. ( ( NO STARTER ASSIST 1.OFF.AS DESIRED. Fuel Boost Switch -. 10. Fuel Boost Switch -. 19.OFF. 13.100 KIAS minimum (140 KIAS if propeller is feathered) . turn the Ignition switch ON. 21.OFF. Power Lever -. 12. . 3. 6. 23.AS DESIRED.000 feet if propeller is feathered) . Fuel Condition Lever -. Airspeed -.OFF. 4.AS REQUIRED. Power Lever ~. 11. Fuel Tank Selectors -.TRIP and release. Fuel Shutoff -. 7. 15. Generator Switch -. Starter Switch -. 20. Standby Power Switch (if installed) -.

Shoulder Harnesses -.9 52% or above) unless conditions warrant leaving ON .CHECK STABLE. ) 5. Generator Switch -. such as heavy precipitation or nearly empty fuel tanks.OFF. turn the ignition switch )c.OFF.AS REQUIRED.CUTOFF. Standby Power Switch (if installed) -. 22.AS DESIRED. then leave ON . 80 KIAS (flaps DOWN). 21. 17. Nonessential Equipment -. j ) ) FORCED LANDINGS . Airspeed -.. Ng -.~ ) " 20.52% MINIMUM. 6. 3. Propeller Control Lever -.NORM (unless it cycles on and off).. 23. Fuel Boost Switch .95 KIAS (flaps UP).SECURE. Fuel Condition Lever -.MONITOR (1 090°C maximum).IDLE. a.LOW IDLE and OBSERVE. WARNING If conditions exist.HIGH IDLE. 4. 18. Ignition Switch -.NORM (N. ITT -. A CAUTION . Ignition Switch -. Fuel Condition Lever -.FEATHER.OFF. Power Lever -. 9.AS DESIRED. ) 1 April 1998 For Training Purposes Only 3-9 . ~ . J. ) } ) ) ) ) ) ) ! ) A ON. 24.NORM .CESSNA MODEL 208 (675 SHP) ) SECTION 3 EMERGENCY PROCEDURES ) ) /"" \ . ) ) } 25. Power Lever -. ) ) 2. Fuel Boost Switch -. Ng Indicator -. Seat Belts. Electrical and Avionics Equipment -.RESET and release. Propeller Control Lever -. 8. 19. Fuel Condition Lever -. EMERGENCY LANDING WITHOUT ENGINE POWER 1. ( )( j ) ) ) . ) Do not attempt a restart without starter assist If Ng tachometer Indicates zero % RPM. b. 7. Seats.

13. Crew Doors -. Face -. Touchdown -. 5. ( ( 3-10 For Training Purposes Only 1 April 1998 .TRIP and release.NO FLARE. 4.80 KIAS. Shoulder Harnesses -. Selected Field -. Seats. Fuel Condition Lever -. 4. 11 . noting terrain and obstructions.5 MHz. All Electrical Switches (except Battery and Generator) -OFF. Wing Flaps -. 3.OFF (warning horn will sound).PARALLEL TO SWELLS.OFF (pull out).TRANSMIT MAYDAY on 121 .10°. 14. Battery Switch -. Touchdown -. Fuel Tank Selectors -. Airspeed -. 8. Brakes--APPLYHEAVILY.UNLATCH PRIOR TO TOUCHDOWN . Battery Switch -. 6.ESTABLISH 300 FT/MIN DESCENT AT 80 KIAS.SLIGHTLY TAIL LOW. Fuel Shutoff -. 12. Seat Belts.90 KIAS. Power -.OFF when landing is assured. 3. 10. 15. CESSNA MODEL 208 (675 SHP) ( ( 10.UNLATCH PRIOR TO TOUCHDOWN. Seat Belts. ( ( ( ( ( ( 1 ( ( DITCHING 1. Heavy Objects in Cabin -. 2.OFF.SECURE. 8. 7. Touchdown -.CUSHION at touchdown with folded coat or similar object. 11 . Wing Flaps -. maintain descent attitude. 5. giving location and intentions and SQUAWK 7700 if transponder is installed. Generator Switch -. 9. Airspeed -.FULL DOWN. 16. Brakes -.APPLY HEAVILY. LightWinds. 13.SLIGHTLY TAIL LOW. 7.FLY OVER. Shoulder Harnesses -. Seats. (' PRECAUTIONARY LANDING WITH ENGINE POWER 1. 2.SECURE. . Approach: High Winds --INTO THE WIND. 6.SECURE if passenger is available to assist.SECTION 3 EMERGENCY PROCEDURES . Wing Flaps -. Wing Flaps -.FULL DOWN (on final approach). Crew Doors -. Heavy Swells -.CUTOFF. 12. Radio -.AS REQUIRED(FULL recommended).

Airspeed -.l j ELECTRICAL FIRE IN FLIGHT 1. 2.ON.OFF. ) ) ) ) ) Power Lever •• IDLE. . all electrically-operated gyros and engine Instruments.. ) ) ) 10.CLOSE. Cabin Heat Firewall Shutoff Control·· PULL OFF. OFF.. CLOSED (to avoid drafts). 9. )~. iY' ) ) ) 1 April 1998 I<nr Trl1inino Pllrno. 7.EVACUATE. fuel boost pump. Vents _. Propeller Control Lever·. 4. Forced Landing -. ) ) ) ) . Overhead Vents -.FEATHER.. OFF.) ) CESSNA MODEL 208 (675 SHP) 9.. 11 . Onl" 3-11 . 8.EXECUTE (as described in Emergency Landing Without Engine Power) . Generator Switch -. Wing Flaps -. ) ) ) ) A WARNING Without electrical power. . Forward SideVents -..'. CUTOFF.10°-30°. {~~} A WARNING The airplane has not been flight tested In actual dltchings. ) SECTION 3 EMERGENCY PROCEDURES ) ) 10. Battery Switch _.TRIP and release. wing flaps and all avionics will be inoperative. 3. {' t. 5. J r". annunciator lights.. Standby Power Switch (If Installed) .p. Airplane -. Fuel Condition Lever _.. SMOKE AND FIRE ENGINE FIRE IN FLIGHT (Red ENGINE FIRE Annunciator On or Off) 1. Ventilation Fans (if installed) -.. thus the above recommended procedure is based entirely on the best judgment of Cessna Aircraft Company. Fuel Shutoff _. 2.80 KIAS.INFLATE when outside cabin.OPEN. Life Vests and Raft -. 3. 4. 6.

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

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

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

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

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

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

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

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

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

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

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

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

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

If generator output resumes: a.OFF. 3. 3. Propeller Control . Fuel Condition Lever·. expect the generator to trip off again . Seat Belts.. Seats.) CESSNA MODEL 208 (675 SHP) ) SECTION 3 EMERGENCY PROCEDURES ) { ) ) 5. Engine Shutdown -. UP. Auxiliary Power Unit -. Wing Flaps -. 5./ ) : . ) ) 1 April 1998 For Trainin Pur oses Onl 3-25 .. Power Lever -. If this occurs. ) ) ) ) ) ) ) EMERGENCY DESCENT PROCEDURES ROUGH AIR 1.COMPLETE . Propeller Control Lever -.IDLE. 4. turn off the nonessential radio and electrical equipment and land as soon as practical. Battery Switch --OFF. ) ) ) ) ) ) 2.MAX (full forward) 4. If voltage increases past 29 volts.150 KIAS .Lever -. . Wing Flaps -.:~. CUTOFF. Seat Belts . Seats.MAX (full forward) 4 .134 KIAS 4600 Pounds -. ) ( ) ) ) 2.SECURE.VOLTS and monitor voltmeter. Power Lever -. 3. 2.175 KIAS.10 0 • 5. STARTER CONTACTOR DOES NOT DISENGAGE AFTER ENGINE START (Amber STARTER ENERGIZED Annunciator On) 1. then DISENGAGE. Airspeed -.SECURE. Shoulder Harnesses -. ) )l )\:.IDLE. Shoulder Harnesses -.115 KIAS SMOOTH AIR 1. 6300 Pounds -. Weights and Airspeed: 8000 Pounds -. Volt/Ammeter Selector Switch .

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

Feathering the propeller substantially reduces drag. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. Maximum RPM selection will provide increased gas generator windmilling speed for emergency restarts in the event of a starter failure . On the other hand. 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. After an engine failure in flight. to obtain the maximum glide.: ) ) ) ) 1 April 1998 For Training Purposes Only 3-27 . the propeller must be feathered. refer to Section 7. For further details.) ) CESSNA MODEL 208 (675 SHP) EMERGENCY PROCEDURES SECTION 3 ) ) AMPLIFIED PROCEDURES . ) ) ) " The . The checklist procedures assume that adequate time exists to secure the fuel and electrical systems prior to touchdown. 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. To reactivate the annunciator. In most cases. ) 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. These procedures also include information not readily adaptable to a checklist format. following Amplified Procedures elaborate upon information contained ' in the Operational Checklists portion of this section. ) ) ) ) ENGINE FAILURE If an engine failure occurs during the takeoff roll. ) (-'~""'. (~-~. and material · to which a pilot could not be expected to refer in resolution of a specific emergency.' . thereby providing increased glide distance. 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. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the runway. the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Those extra iter1}s on the checklist will provide added safety after a failure of this type.

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

"".NAUTICAL MILES ) ) ) { :. 20. w ~ w 10.-..----.000 18.000 1---I--+--+--+---+--4~~F":':: ) ) ) t: 14.. ) ) ..-----y----.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..) ) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) ) ) ( ': 0.--.---. Maximum Glide ) ) 1 April 1998 For Trainin Pur oses Onl 3-29 .000 1--4--+--4---t---+-~.. ..} » -<.. ) 2685Xl054 Figure 3-1.-----.-.----r----..£_z ~ 12.000 .000 CI:: ) ) ~._-...

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

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

Leaks in the fuel or oil systems can lead to aground or inflight fire. At forward C. In the event that this occurs. As a fire requires a combustible material. If required. Then control the glide . 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. The presence of fuel or unusual oil stains may be an indication of system leaks and should be corrected prior to flight. ( ( ( ( ( ( ( ( SMOKE AND FIRE In the event a fire is encountered. the following information will be helpful in dealing with the emergency as quickly and safely as possible. close preflight inspection should be given to the engine compartment and the underside of the wing and fuselage. 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.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL208 (675 SHP) ( ( ( ·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. The preflight checklist in Section 4 is provided to aid the pilot in detecting conditions which could contribute to an airplane fire. trim for approximately 500 fpm descent with 20° flaps at 85 KIAS . ( ( ( ( ( ( ( ( A WARNING Flight should not be attempted with known fuel or oil leaks. make small trim changes to i maintain approximately 85 KIAS as power is adjusted during the approach. After touchdown. Probable causes of an engine fire are a malfunction of the fuel control unit and improper starting procedures. angle by adjusting power. proceed in accordance with the Engine Fire During Start On Ground checklist ( ( ( ( ( ( ( ( ( ( ( 3-32 For Training Purposes Only 1 April 1998 . oxygen and a source of ignition.G. loadings.

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

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

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

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

Operation of the engine with the oil pressure in the yellow arc is not considered critical.--- ) ) ) ) ) ) )-:-" ': ). eventually seize.. If this type of malfunction has occurred. if the pilot elects to continue to operate the engine after loss of oil pressure.. Ng of 48% or above (increases with altitude). 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. implies that the pilot will eventually lose control of the propeller as the propeller springs and counterweights Also. 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. and no engine response to power lever movement.~ ) ) ) ) ) ) ) The complete loss of oil pressure.) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) ) ENGINE MALFUNCTIONS LOSS OF OIL PRESSURE (-. but is a cause for concern and should be tolerated only for the completion of the flight. 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 . as evidenced by the low oil pressure annunciator being illuminated and confirmed by the oil pressure gauge reading... and will give the pilot additional time to divert to a suitable emergency landing area with the engine operating. 1 April 1998 For Trainin2 Purposes Onl 3-37 . the engine will drive the propeller blades into feather./ ) 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. the emergency power lever (fuel control manual override) may be used to restore engine power. Therefore. place the power lever at its IDLE position and move the emergency power lever forward of its IDLE gate and advance as required. To use the manual override system.:..

c. . accompanied by signs of engine distress (fluctuation in engine \ power gage indications.c NORM position) anytime the fuel pressure drops below ( approximately 4. The emergency power lever may have a dead band. FUEL SYSTEM MALFUNCTION I INADVERTENT FUEL FLOW INTERRUPTION PROCEDURES Fuel flows by gravity from the wing tanks. which implies that seizure is imminent. 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. to keep it from decreasing below 65% in flight. 3-38 For Training Purposes Only 15 November 2000 . However. the power gages should be closely monitored for further degradation in torque or RPM indications. and/or exceeding ITT. or engine operation. If this annunciation is . through fuel tank Shutoff valves at the inboard end of each wing tank. NOTE • When using emergency power lever.75 psi.SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) A CAUTION I When using the fuel control manual override system. Utilize slow and smooth movement of the emergency power lever to avoid engine surges. Ng. ( activate the amber FUEL PRESS LOW annunciator as well as turn ( . The engine tailure checklist should be completed at that time. engine operation may be continued at the discretion of the pilot consistent with crew satety. After engine start. engine response may be more rapid than when using the power lever. such that no engine response is observed during the initial forward travel from the IDLE position. or erratic engine operation). and torque limits . a pressure switch will . monitor gas generator RPM when reducing power near idle. ( ( If the main ejector pump should malfunction. ( on the auxiliary boost pump (when the fuel boost switch is in the ' . the main ejector pump (located in the reservoir) provides fuel to the engine-driven fuel pump at approximately 10 psi. and on to the reservoir located under the center cabin floorboard.

. a battery temperature monitoring system is provided to detect an incipient thermal problem .... 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.. 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. If this occurs. the red RESERVOIR FUEL LOW annunciator will illuminate. \. the FUEL SELECT OFF annunciator will be illuminated even with both fuel tank selectors in the ON position. . Once the cause of the RESERVOIR FUEL LOW condition has been determined and corrected (annunciator extinguished). I(. the ignition and fuel boost switches can be returned to their NORM positions. A fuel selector off warning system advises the pilot if both fuel tank ... if either fuel tank selector is OFF during engine start. ) ) ) at ) ) ) ) ) If the fuel tank selectors have been left off. 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. turning them on will quickly fill the reservoir and extinguish the RESERVOIR FUEL LOW annunciator.J ) ) ) 129 September 1998 3-39 . '" Anytime the level of fuel in the reservoir drops to approximately onehalf full.breaker has popped or the START CONT circuit breaker has been pulled (possibly for ground maintenance). See Section 7 for further details on the fuel· selector off warning system.) ) ) CESSNA MODEL 208 (675 SHP) SECTION 3 EMERGENCY PROCEDURES ) t ) ) -" .. If the FUEL SELECT WARN circuit . selectors are in the OFF position before engine start. The BATTERY HOT annunciator indicates ).~ . This is a warning to the pilot that the fuel selector off warning system has been deactivated. or if one fuel tank selector is OFF and the fuel level in the tank being used drops below approximately 25 gallons.

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

contactor chattering . 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. The battery should be disconnected first by turning the battery switch to OFF. The main buses are each connected to the power distribution bus by three feeder cables. 1 & No. and two (No. If a ground fault has occurred on one feeder. due to the self-exciting feature of the generator and the multiple protected busing system. PARTIAL AVIONICS POWER FAILURE ) ) ) ~(~} ) Avionics power is supplied to the No. 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. Then . circuit breaker tripping. Each feeder cable is protected by a fuse link and a circuit breaker.) 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. and attempted resetting of these breakers prior to troubleshooting is not recommended. or the system affected by the fault. LOSS OF ELECTRICAL POWER (' ) ) ) ) ) ) ) The design of the electrical power system. following the checklist procedures for Generator Failure should result in restoration of electrical power to the distribution buses. However. minimizes the possibility of a ' complete electrical power loss. In the event of a feeder cable failure. In the event of the above indications. it should be assumed that a feeder cable ground fault has been isolated. 1 and No. both avionics buses can be connected to the remaining feeder by closing the guarded avionics bus tie switch. the portion of the system containing the fault should be isolated. If one of the three 30-amp feeder circuit breakers on . 2 avionics buses from the power distribution bus in the engine compartment through separate protected feeder cables. it will be necessary to verify the ) ) 129 September 1998 For Traininl! Purooses On Iv 3-41 ) . This multiple feeder system provides automatic isolation of a. sudden dimming of lights.either bus opens. 2) main power buses located in the circu it breaker panel.

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

) ) } ) ) )(: )''''-0. 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. On the Cargomaster./ ) ) ) 129 September 1998 3-43 ) . When exiting the airplane.) ) ) 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. (- ) ) ) ) EMERGENCY EXITS Use of the crew entry doors. 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. ) ) ) ) A WARNING Do not attempt to exit the Cargo master through the cargo doors. If the upper cargo dqor is open. the airplane should be slowed to 125 KIAS or less to reduce buffeting of the doOrs. If the door cannot be closed in flight. the passenger entry doors. avoid the propeller area. Closing the upper cargo door (or upper half of the passenger door on the Standard 208) can be accomplished after . airspeed has been reduced by pulling the door forcefully closed and latching the door. a landing should be made as soon as practical in accordance with the checklist procedures. exit from the airplane through these doors is not possible. and the cargo doors for emergency ground egress from the Standard 208 is illustrated in Figure 3-2. Since the inside of the upper door has no handle. an open cargo door cannot be closed in flight since the inside of the upper door has no handle.

I ~ AVOIO PROPEllER ~ //////////////'" lH ~ CREW DOOR EXIT CREW DOOR jx ~ 0 0 C~':O ~EXIT ~ ~l ( CREW DOOR ( r1~ \~\.. . L:::::..' ie . TO OPEN . ~ \I:. -.. ../----\. .~~\ gg I I -:Fi '. ' " 1- - ~ • ~I _ . ~ WARNING: '/ ~ OUTSIDE PROXIMITY OF ~ '/ LOWER DOOR MUST BE "..:::0~ PUSH UPPER DOOR OUT &I ".'j ' ( ( PUSH UPPER CCOROUT ~ l\!.-==:J 0\ ( DOOR (STANDARD 208 ONlY) '- LIFT UP DOOR HANDLE TO OPEN OPEN LOWER~ .". /~~ / ~ ~ /' WA R NING : ~ WHEN EXITING AIRPLANE .~ J] ~ LIfT UP LOWER ~ .SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( .. ' /" 26B5M6018 Figure 3-2.. ~" PUSH LOWER ODOR OUT AND EXIT AIRPLANE ( .. ' . • ~3 (STANDARD 20B ONLY) / / / / / / / / / / / / / / ..' . ( ( '//////////////'" --DOORHANDlE 3 ~.:::.~EN .1 ~ ~ INSTRUCTION PLACARO '.f 'DP£N~ @ .// // / / / / // / // /."cc'"'''''''''' ROTATECLDCKWISE . 1 . ~ ~'fir'-...\.. n.. Emergency Exit 3-44 For Training Purposes Only 1 April 1998 .I CLEAR BEFORE OPENING I. TO OPEN POS~:~~N ~ PULL HANDLE IN AND " TO OPEN POSITION '''''' ""n""""" ~ " ~ ~!JJI" ( ~l:J r.. ' . " ~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».

. .... . ...) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) ) NORMAL PROCEDURES TAI3LE OF CONTENTS .. .... ..... Left Wing.. ... .. ... ... '.... . .......... . Left Wing. .. . Before Landing . CHECKUSTPROCEDURE~ ) ) ) ) ) f" ... .... ................ . ... ..... .. . ....... .. . .. .... .... . . .. . . ... .. 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 ... . .. . ....... ... ... Landing . .. ....... ...... ...... ... . .. . .. ... . . ..... ... Type I! or Type IV Anti-ice Fluid Takeoff . .. .. .. . .. Trailing Edge ........ . .. . . ......... ... . ..... ....... ..... .. .... . ........... . Normal Takeoff ... .... . ...... . .... ...... . . .. ....... .. ... Empennage Right Wing... . ... . .... ....... . ... .. Left Side ... ... . .. .... .......... . . ......... . Maximum Performance Climb ... .... ........... .. .. ... Starting Engine (Battery Start) .. Takeoff ... .... Descent ... ..... .. .. ......... .. .... .... ... .... .. .... . ..... . .. . . . . ... .. .. . ..... . . ....... .. .. ... ..... .... .. . ... . Balked Landing ... . ... .... .. ....... Before Starting Engine ..... ... ....... ..... .. .. ....... ...... .. Taxiing Before Takeoff .. .. .... ..... .. Enroute Climb .... . ..... .. . ....... .. . ... ..... . . . .. ... ..... ..... ... ' Cabin .... .... . . . .... ....... .. ... . .. ....... ... ... .... ... .... . . .... .... . . . ... . . .. Speeds For Normal Operation ........ . '. .... . ...... . .. . .... ...... .... ..... ...... . ... .. . .. Leading Edge . Starting Engine (Auxiliary Power Start) ...... .. ....... . .... Nose . . Normal Landing . Trailing Edge .... .... .... .. ... .. ..... . . ... .. Short Field Landing ...... Cruise .. . .......... ..... . ... .. .. .. .... .. After Landing .. ... . Cruise Climb ... . ..... ..... ...." ) ) ) ) ) ) ) ) ) ) () ) ) ) ) ) Preflight Inspection ....... .. Short Field Takeoff .. .... .. Shutdown And Securing Airplane ' . . .. .. ... ' .. .. .. .. ..... .... ..... .. ... .... . . ... . .. SECTION 4 ) Page 4-3 4-3 ) } ) ) Introduction ... .............. .. .. .. . .. . .. . Right Wing .... .. ... . .. .. .. .... .. . ...

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

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

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

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

IN. 14. 20. 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.ON for 30 seconds . 21. If water is observed. 26. 16 .CHECK AVAILABLE. Standby Flap Motor Switch (Overhead) -. 8. Oxygen Masks (if installed) -.OFF. 12.CHECK IN.) ' Battery Switch -.OFF.OFF. Fuel Selector Valves -. 22.2 -. . Emergency Power Lever -. Check audibly that avionics cooling fan is operating. (Ensure pitot/static tube covers are removed.GUARDED NORM.OFF.RESET as required. Fuel Shutoff -. ( ( ( NOTE Properly dispose of samples from all fuel drains.CHECK. 18.CHECK ON and FEEL AGAINST STOPS. since aviation turbine fuel will deteriorate asphalt surfaces. Inertial Separator T-Handle -. Avionics Power Switch No. 23. and if applicable.OFF.NORMAL. 24. G 1. Oxygen Supply Pressure (if installed) -. 19. and proper fuel before each flight and after each refueling. 17.ON. 7.DRAIN (using fuel sampler) to check for water. Static Pressure Alternate Source Valve -. Battery Switch -" ON. then OFF. Wing Flaps -. 9. Fuel Totalizer (if installed) -. take further samples until clear.FULL DOWN. 2 -. Avionics Power Switch No.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) 5. 11.ON. sediment. Radar (if installed) -. Trim Controls -~ SET.OFF. 6. 10. Cabin Heat Firewa" Shutoff Control -. copper witness wire present and intact. ( ( ( -( 4-6 7 September 2001 For Training Purposes Only . 25. Air Conditioner (if installed) -. 1 13. LEFT SIDE Fuel Reservoir Drain (bottom of fuselage or left side of cargo pod) -.NORMAL. 15. Bleed Air Heat Switch -.CHECK QUANTITY. PitoUStatic and Stall Heat Switches -. All Circuit Breakers -. Fuel Quantity Indicators --:.

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

DISCONNECT.CHECK condition . i LEFT WING . Flap -.Trailing Edge Fuel Tank Vent. Control Surfaces and Elevator Trim Tabs -. Also. 4.CLOSED and LATCHED. 3.' Baggage -. 6.DISENGAGE.CHECK condition.CHECK condition and security. Rudder Gust Lock (if installed) -. sediment and proper fuel before each flight and after each refueling. abrasion and cleanliness. Aileron and Servo Tab -. ( ( ( 4-8 1 April 1998 For Training Purposes Only . Tail 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. Spoiler -. If water is observed.CHECK condition. 5. Passenger Entry Door (if installed) -. security. Cargo Door -. ) 4. ice.CLOSED and LATCHED. Take repeated samples from all fuel drain points until all contamination has been removed. make sure the control surfaces contain no Internal accumulations of Ice or debris. 1. Static Wicks -. 7. take further samples until clear. Deice Boots (if installed) -. 10.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) 8 9.CHECK for condition and cleanliness.CHECK SECURE through cargo door.CHECK condition and security.CHECK for tears.CHECK for obstructions. 8. freedom of movement and tab position .' Navigation and Strobe Lights -. 5. 2.-. 2. Static Wicks -. o 1. or snow from the tail and control surfaces.CHECK condition and security. 3. 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.

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

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

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

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

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

4-14 For Training Purposes Only 13 October 1999 .STARTER.CHECK. ( ( ( ( ( ( ( STARTING ENGINE (Auxiliary Power Start).AS REQUIRED. then ON. Fuel Boost Switch -.OFF. Starter Switch -. 6. Radios -.2 Power Switches -.CHECK 24 -28. Generator -. Ventilating and Defrosting Controls -. Suction Gauge -.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) A CAUTION Under hot OAT and/or high ground elevation conditions.CHECK (20 volts minimum).ON. Volt/Ammeter -.1 and No. ( ( ( ( ( A CAUTION ( Ensure that the emergency power lever Is in the NORMAL position . Ng -.NORMAL (check EMERGENCY POWER LEVER annunciator OFF). Emergency Power Lever -. Cabin Heating. External Power Switch -. 9. External Power Switch -.52% MINIMUM. Minimum 800 Amp and Maximum 1700 Amp Capacity) . Battery Switch -.OFF (check STARTER ENERGIZED annunciator OFF). 5. c. (24-28 Volt.or an overtemperature condition will result during engine start. 14. Navigation Lights and Flashing Beacon (if installed) -.ON as required. 8. Avionics No. ( ( ( 9.AS DESIRED.ENGAGE.CHECK.BUS. 12. idle ITT may exceed maximum idle ITT limitation of S8SoC. Volt/Ammeter -.NORM (check AUX FUEL PUMP ON annunciator OFF). 1. Increase Ng and/or reduce accessory load to maintain ITT within limits. 11. 3. Battery Switch -. Engine Instruments -.5 Volts. Battery Switch -.ON. 4. 2.ON. 15.CHECK GENERATOR OFF annunciator OFF and battery charging. Auxiliary Power Unit -. External Power Switch -. 8. 7. 13.OFF. 16. 10. 10.

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

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

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

20 0 • Brakes -. Power -. Rotate -. Brakes -. 5. Annunciators -.CHECK.82 KIAS until all obstacles are cleared.RETRACT after reaching 90 KIAS.89 KIAS.85-95 KIAS. Rotate -. 2.SET FOR TAKEOFF (observe Takeoff ITT and Ng limits). 2. 6. 5. Refer to Section 5 for takeoff power.SET FOR TAKEOFF (observe Takeoff ITT and Ng limits) Refer to Section 5 for takeoff limits. Wing Flaps -. 5. 2. ( ( ( ( ( ( ( ( ( 4-18 For Training Purposes Only 1 April 1998 . Wing Flaps -. 3. Wing Flaps -. 6. 7.RETRACT after reaching 90 KIAS. Refer Section 5 for takeoff power. Annunciators -.SET FOR TAKEOFF (observe Takeoff ITT and Ng limits). 4.00. Power -. 3.104 KIAS. Refer to Section 5 for speeds at reduced weights.APPLY. 4. Climb Speed -.70-75 KIAS.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( ( ( TAKEOFF NORMAL TAKEOFF ( ( ( 0 1. Wing Flaps -. 8. Wing Flaps -. Power -. Climb Speed -.CHECK. 4.CHECK.70 KIAS. ( ( ( SHORT FIELD TAKEOFF ( 1. to ( ( ( ( ( ( TYPE /I OR TYPE IV Anti-ice FLUID TAKEOFF 1.RELEASE. 3. Climb Speed -. Rotate -. Annunciators -.0° to 20° (10 recommended).

observe Maximum Climb lIT and Ng limits).SET (refer to RPM/MAX TORQUE placard for corresponding RPM. :.AS REQUIRED . ) NOTE To achieve maximum flat rated horsepower.AS REQUIRED.115-125 KIAS. "- 740°C ITT may reduce ~' ) ) A CAUTION ) ) ) For every 10° below -30°C ambient temperature. reduce maxiinum allowable N g by 2. Ice Protection ~ .1600-1900 RPM . ) "" .ON when OAT is below 4°C (40°F). Airspeed -. t".1900 RPM.2%. 2. MAXIMUM PERFORMANCE CLIMB 1. Propeller -.107 KIAS at sea level to 101 KIAS at 10.000 feet. NOTE ) Engine operations which exceed engine life. Ice Protection -. Pitot/Static Heat -. ) ) ) 13 October 1999 4-19 ) .. ~ . Propeller -. 4. . 4.) CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ) ) ENROUTE CLIMB CRUISE CLIMB {' ) ) 1. ) ) a minimum ) ) ) ) 5. 2. use of 1800 RPM. ) ) ) ) ) 3. Pitot/Static Heat -.000 feet to 91 KIAS at 20. Airspeed -.. Torque -.ON when OAT is below 4°C (40°F) . 3.

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

Wing Flaps -.STANDBY or OFF. 6. 2. Airspeed -.) 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. Fuel Condition Lever -.SECURE.75-85 KIAS (flaps FULL DOWN). Power Lever -.AS DESIRED (0° to -10 0 below 175 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.LEFT ON. 2. Touchdown -.AS REQUIRED. S. ) ) ) ) ) 4. Shoulder Harnesses -.AS DESIRED (flaps down preferred). Propeller Control Lever -.-"! ) ) ) ) 13 October 1999 4-21 . 3. 10 0 to 20° below 150 KIAS.HIGH IDLE. Airspeed -.95-110 KIAS (flaps UP). )( ) ) ) LANDING NORMAL LANDING 1.BETA range after TOUCHDOWN. Autopilot (if installed) -. RIGHT ON.MAIN WHEELS FIRST. 6. 20° to 30° below 125 KIAS) . Seats. Seat Belts. Fuel Tank Selectors -.MAX (full forward). ) ) ) ) )t . Radar (if installed) -. ) ) ) ) ) 4. S. 3. 7. Wing Flaps -. 1.OFF. Brakes -.

Wing Flaps -. 3. Airspeed -. reduced weights) . 2.RETRACT for maximum brake effectiveness ( BALKED LANDING ( ( 1.BETA range (lever against spring) after TOUCHDOWN .FULL DOWN. Climb Speed -. Wing Flaps -.78 KIAS (Refer to Section 5 for speeds at .( ( 1. ( ( ( ( ( ( ( ( ( ( ( . ( ( 4-22 For Training Purposes Only 1 April 1998 . Power Lever -.RETRACT after reaching safe altitude and 90 KIAS. 5. Touchdown -. Power Lever -. 2.. ' NOTE ( ( ( ( ( ( Further reduction of landing roll will result from use of reverse thrust (see Section 5). 3.MAIN WHEELS FIRST. Power Lever -.RETRACT to 20°.REDUCE to IDLE after clearing obstacles.77 KIAS until obstacles are cleared. 4.SECTION 4 NORMAL PROCEDURES SHORT FIELD LANDING CESSNA MODEL 208 (675 S. 4.ADVANCE for takeoff power. ( ( 6. Wing Flaps -. Brakes -. Wing Flaps -. 7. .APPLY HEAVILY while holding elevator control full aft.HP) ( ( .

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

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

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

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

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

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

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

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

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

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

including exterior lights. 1 April 1998 FQf Training Purposes Only 4-31 . • Failure to properly utilize seat belts and shoulder harnesses could result In serious or fatal InJury In the event of an accident. .xygen is available.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( ( ( " \. should be turned off. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( A CAUTION ( (. When setting . Those items that may require further explanation are noted in the following discussion. Most of the checklist items are self-explanatory. The oxygen supply system should be functionally checked to ensure that it is in working order and that an adequate supply of o. the standby power switch and avionics 1 and 2 switches should be off during engine starts. Prior to high-altitude flights. Also. Anti-ice. 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. 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. All other switches. it is important to check the condition and quantity of oxygen face masks and hose assemblies."". deice.. Leaving the bleed air heat switch ON may result in a hot start or abnormal acceleration to idle. The Before Starting Engine checklist procedures should be followed closely to assure a satisfactory engine start.

the GCU closes the generator contactor. the igniters are energized when the starter switch is placed in the START position. the power lever is placed at the IDLE pOSition (against the BETA gate).' When the starter switch is placed in the START or MOTOR position. thereby placing the generator on the line. With the lever forward of this gate. In this position. the propeller control lever is moved to the MAX RPM position (full forward). 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 ignition switch is left in the NORM position for engine starting with the starter motor (non-windmilling start). Ignition is automatically terminated when the starter switch is turned OFF. When · the starter switch is returned to the OFF position after an engine start. the generator control unit (GCU) opens 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. 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. . 4-32 For Training Purposes Only 1 April 1998 .SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) ( { The generator switch is spring-loaded to the ON position. and the fuel condition lever is stowed in the CUTOFF position. Before starting the engine.

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

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

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

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

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

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

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. ( ( ( ( ( ( ( ( ( ( (') ( ( ( ( ( CODE WIND DIRECTION NOTE: Strong quartering tail winds require caution. Taxiing Diagram 1 April 1998 For Training Purposes Only 4-39 .--- ( ( ~. Use the steerable nose wheel and rudder to maintain direction .

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

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

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

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

( the maximum cruise power (observe ITT. Windshield and propeller Anti-ice systems should be turned on also. Normally. . PitoUstatic heat should be ON anytime the OAT is below 4DC ( (40DF). Do not exceed the maximum cruise torque shown in Section 5 for the particular altitude and temperature.. Figure 4-3.. ( ( ( ( 4-44 For Training Purposes Only 1 April 1998 . illustrates the advantage of higher altitude on both true airspeed and nautical miles per pound of fuel.SECTION 4 NORMAL PROCEDURES CESSNA MODEL 208 (675 SHP) CRUISE ( Normal cruising is performed using any desired power setting up to . a new engine will exhibit an ITT below 740 D when set to the maximum C ( cruise torque. The Cruise Performance Table. torque. 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. and Ng cruise ! ( ( limits) . 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. 1f icing conditions are encountered. Charts are provided in Section 5 to assist in selecting an efficient altitude based on available winds aloft information for a given trip.

61 0.49 0.49 0.63 Maximu m Range Power KTAS 157 156 160 158 NMPP 0.44 0.47 0.000 15.66 ( ( ( ( ( ( ( ( (WITHOUT CARGO POD) ( ( ( ( ( Maximum Cruise Power ALTITUDE (in Feet) 5.( ( 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) 5.000 10.000 10.47 0.000 KTAS 178 177 173 165 NMPP 0.62 ( ( ( ( ( ( (WITH CARGO POD) ( 1 April 1998 Fnr Trllinino PnrnO!iie!ii Onlv .000 20.000 15.42 0.56 0.000 KTAS 186 186 182 174 NMPP 0.58 0.60 Maximum Range Power KTAS 151 150 150 153 NMPP 0.56 0.000 20.53 0.53 0.

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

Idle-power stall speeds at maximum weight for both forward and aft ( ( ( ( ( ( ( ( ( C. Oil. are presented in Section 5. lipstick.. 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. grease.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 4 NORMAL PROCEDURES ( ( ( ( ( -. For a given flap setting.500 feet as specified by FAR Part 91. NOTE Practice of stalls should be done conservatively and with sufficient altitude for a safe recovery.>. lip balm. A WARNING ( ( ( • Operation up to the maximum allowable operating altitude is predicated on the availability and use of supplemental oxygen above 12. Use of flaps down is normally preferred to minimize touchdown speed and subsequent need for braking. 1 April 1998 4-47 For Traininl! Purooses Onlv . Be sure hands and clothing are oil·free before handling oxygen equipment.211.G. ( ( (. surface winds and turbulence are usually the primary factors in determining the most comfortable approach speed. soap. ( ( ( ( ( LANDING NORMAL LANDING Normal landing approaches can be made with power-on or idle power with any flap setting desired. and other fatty materials constitute a serious fire hazard whim in contact with oxygen.: \.

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

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

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

climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. and thereby tend to build public support for aviation: 1.000 feet. This situation may be resolved by reducing the engine power to a point where the "popping" discontinues. and slowly advancing the throttle to the necessary setting for continued flight. weather permitting.CESSNA MODEL 208 (675SHP) SECTION 4 NORMAL PROCEDURES HIGH ALTITUDE OPERATION ( ( /-. The use of cabin bleed heat may also help eliminate engine compressor stalls if this situation is encountered. ( ( ( ( ( 2. by application of the following suggested procedures. recreational and park areas. 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. 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. can demonstrate our concern for environmental improvement. We. ( ( ENGINE COMPRESSOR STALLS An engine compressor stall may be noted by a single or multiple loud "popping" noise from the engine compartment. During departure from or approach to an airport. ( ( ( ( ( ( ( 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. 29 September 1998 For Training Purposes Only 4-511 . as pilots. a compressor surge may be experienced if engine power is very rapidly re-applied immediately after a power reduction. even though flight at a lower level may be consistent with the provisions of government regulations.1 \ " ( ( At altitudes above 20.

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. 4·52 For Training Purposes Only 15 November 2000 . or where. The certificated noise level for the Model 208 at 8000 pounds Imaximum weight is 79. in the pilot's judgment. any airport. into. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( \. an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. or out of.0 d8(A).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.

.. .................Takeoff Flap Setting . .... Cruise Climb .. ...... ISA Conversion And Operating Figure 5-5 Temperature Limits . .... Climb Gradient .. .. Stall Speeds ......... ..Flaps Up .. .. .... ..... Figure 5-3 Pressure Conversion ............... .. Cruise ....... . . . ..... . ..... Figure 5-18 Time..... ...Flaps Up ........... 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 ... Landing .Alternate Static Source Figure 5-2 Altimeter Correction . ..... Fuel....... ...Flaps Up ..... ...Normal Static Source .... .... Maximum Climb Gradient . Use of Performance Charts .. ... Fuel Required ..................... .Flaps Up .. . .( ( ( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( ( ( ( ( SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction ... Takeoff .. . . .... .. . .. Figure 5-4 Temperature Conversion Chart . Figure Figure Figure Figure Figure 5-9 5-11 5-12 5-13 5-14 5-15 5-16 5-17 Takeoff Distance .... .......... Distance To Climb -Cruise Climb . .) Rate Of Climb ...... Figure 5·6 Figure 5-7 Wind Components .. 5-21 5-22 ( ( ( ~ (0........... Figure 5-1 Airspeed Calibration ........... .. ... . Rate Of Climb . '.........' . .. ........ .. . .120 KIAS .. 5-10 Takeoff Distance ... .. .Balked Landing Time..... .. ..... . " .. ....... .... Airspeed Calibration .. . ..... ... ..... ...Takeoff Flap Setting Maximum Rate Of Climb . .. . ..120 KIAS ... Sample Problem ..... .... ..... .... ....Inches of Mercury to Millibars .... ... ..... .... ... .... .. .... ... 5-23 5-24 5-25 5-261 5-27 5-28 5-29 5-30 Revision 6 For Traininl! Purposes Only 5·1 .. ... ..... ... .. . Engine Torque For Takeoff ... ... .Alternate Static Source ... .. . .... ... Fuel..... And Distance To Climb -Maximum Rate Of Climb .... . ............ ..

. . ... . .16. . Figure 5-24 Time.. Cruise Performance .2000 Feet .. .. ..Flaps UP .. .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) ( TABLE OF CONTENTS (Continued) Page Figure 5-19 . . ..... ... .. . . . .. .Takeoff FlapSetting ... .. ... . .. .Flaps Up .000 Feet . .20. . . . . .. ... .... CrUise Climb .. ... Figure 5-25 Landing Distance .. ..... Cruise Performance .Flaps Up ..... . ...... ..24....Notes . .... ...10.. .. . .. .. . ... Cruise Performance . ....... . .. Cruise Performance . . .... . . ...7800 Lbs .... . . . . .... Figure 5-22 R~nge Profile . .. ... . . .. ... Distance To ClimbMaximum Rate Of Climb . . ... .. Cruise Performance ........ . Cruise Performance ... .. Climb Gradient .22~000 Feet .. ... ...... .. .. ...7300/6800 Lbs . . .. .. Cruise Performance . ........ . .. . . .. Cruise Performance . . . ... .Faps Up . ... . .. ..000 Feet .6000 Feet . Rate Of Climb . ...... ...... ..120KIAS 5-53 5-54 5-55 5-56 5-57 5-58 5-59 5-60 5-61 5-62 "" ( . .. . . And Distance To Descend . .. ..000 Feet . . . Landing Distance .. . . .. . . ..... .Maximum Cruise Power ... . ... . .8000 Feet . . Figure 5-35 Time.... Fuel. ... Cruise Performance . .000 Feet . .( ( ( ( ( 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.... .Maximum Range Power . . Figure 5-23 Endurance Profile .' 5-2 1 April 1998 For Training Purposes Only . Fuel.. .. . Figure 5-20 Fuel And Time Required . .. .... .... .12. . .Balked Landing Time.000 Feet ... .18.. .. . ... . . Cruise Performance . . . ... . Max!mum R~te Of CIi'!1b ... . ... . Cruise Climb ... . .4000 Feet .. Distance To Climb . Fuel. . . .... . ..000 Feet . Cruise Performance . . . . .. .. . . .. 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 ( ( ( ( ( ( ( . Rate Of Climb .. .120 KIAS .. Figure 5~21 Fuel and Time Required .. .000 Feet .. ... ... .. ..14.Takeoff Flap Setting . .. Ma~lmulT! Climb Gradient . .. . ..Short Field ..... ... .. . .... ... ...... . ... Cruise Performance ... Cruise Performance . . Takeoff Distance . .. . • ..

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

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

The data in the charts has been computed from actual flight tests using average piloting techniques and an airplane and engine in good condition . This data has been included to aid in interpolation. and altitude At lower altitudes. .and air turbulence may account for varrations of 10 or more in range and endurance. depending upon airspeed.. temperature. depending upon how much power can be recovered after the separator vanes have been extended. ( ( ( ( ( ( ( ( (' ~ -. Some indeterminate variables such as engine and propeller condition. 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. where operation on the torque limit is possible. to facilitate the planning of flights in detail and with reasonable accuracy. and also. the effect of the inertial separator will be less. ( ( ( ( ( ( A. in good condition. performance charts in this section include data for temperatures which are outside of the operating limits (Figure 5-5). 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. - ( 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 airplane and engine must be maintained ... WARNING To ensure 'that performance In this section can be duplicated. In some cases. it is important to utilize all available information to estimate the fuel required for the particular flight. ( ( I r 1 April 199a For Training Purposes Only 5-5 . 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.~ .

500 Feet .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. 8°C 10 Knot Headwind ( ( ( Fiel length: 1500 Feet 25°C 3000 Feet 5-6 For Training Purposes Only 1 April 1998 . 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 . 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. 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. A similar calculation can be made for an airplane ' with a cargo pod using charts identified as appropriate for this configuration.

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

These include the cruise performance characteristics presented in Figure 5-19. The torque setting for maximum cruise power is 1291 FtLbs torque at 1900 RPM which results in the following: . Figure 5-22. the Fuel And Time Required charts presented in Figures 5-20 and 5-21. fuel and distance to climb by reading values for a weight of 8000 pounds and a temperature 20°C above standard. The difference between the values shown in the table for 4000 feet and 12.20 and 5-21 . The Cruise Performance chart for 12. 5-19 and 5-24 or in Figures 5-. Assuming a maximum climb. The longer detailed method will be used for this sample problem. 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. the Range Profile chart presented in Figure 5-22. These values most nearly correspond to the planned altitude and expected temperature conditions. However. Figure 5-18 may be used to determine the time. altitude and the expected wind enroute have been given for this sample problem. maximum cruise power and 1900 RPM will be used.( ( 5-8 For Training Purposes Only 1 April 1998 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CRUISE The cruising altitude should be selected based on a consideration of trip length.000 feet results in the following: Time : Fuel: Distance : 10 60 20 Minutes Pounds Nautical Miles . but the use of Figures 5-20 and 5-21 will provide the desired information for most flight planning purposes. and the Endurance Profile chart presented in Figure 5-23. at maximum range power. and the airplane's performance. The Range Profile chart. For this sample problem. !. A cruising . shows range at maximum cruise power and also . winds aloft. the power setting selection for cruise must be determined based on several considerations.000 feet pressure altitude is entered using 10°C temperature.

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. ( ( ( ( ( ( Similarly. Figure 5-24 shows that a descent from 12.m.» 1 April 199a ( ( For Traininl! Purposes Only .( ( ( CESSNA MODEL 20a (675 SHP) SECTION 5 PERFORMANCE ( ( Similarly. Total distance Distance during climb and descent Cruise distance 650 ( ( ( -58 592 Nautical Miles ( ( ( ( ( ( ( (. 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.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.

and takeoff Climb Cruise Descent Reserve Total fuel required (pounds) 35 60 1102 65 230 1492 ( ( Once the flight is underway. the ground speed for cruise is predicted to be: 173 ( :1Q 163 Knots Therefore.required for cruise is: 3.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) ( ( With an expected 10 knot headwind.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. the time required for the cruise portion of the trip is: 590 Nautical Miles 163 Knots = 3. 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.6 Hours The fuel . taxi. ( ( 5-10 For Training Purposes Only 1 Apri11998 .

.> '. ( ( 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.I. ( ( ( ( ( ( ( ( ( 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. ( ( ( ( ( ( ( ( ( Figure 5-25 presents landing distance information for the short field technique.( ( ( ( (~ . 1 April 1998 For Training Purposes Only 5-11 .•. The estimated landing weight is as follows : Takeoff weight Fuel required for climb.'~ ' ( . " 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. and descent Landing weight 7850 1262 6588 Pounds ( ( .. ~~.-' Total distance to clear a 50-foot obstacle . Ground roll 700 Feet 1585 Feet ( ( ( -': ":"-. -'. '~ .

( ( 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 --- -.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. FLAPS UP KIAS KCAS FLAPS ----- 80 79 100 98 120 118 140 139 160 175 160 . ( . NOT. 175 --- .- Figure 5-1.E Where airspeed values have been replaced by dashes.-. the airspeed would be either below stall speed at maximum weight or above the maximum approved operating limit speed for the condition. Airspeed Calibration (Sheet 1 of 2) 5-12 1 April 1998 For Training Purpos~s Only .

' Figure 5-1.:. -.. ( ( 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 .. 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 .( ( ( CESSNA MODEL 208 (675 SHP) SECTION 5 PERFORMANCE ( ( AIRSPEED CALIBRATION ALTERNATE STATIC SOURCE ' ' (..-. - --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 . .

ION o BE AO[ ED .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) ALTIMETER CORRECTION ALTERNATE STATIC SOURCE NOTES: 1.25 -50 -75 -10 -15 5 10 5 10 50 65 BO 105 - 45 10.000 Ft. FLAPS 100 Sea Level 10. FLAPS 100 Sea Level -25 .000 Ft. 30.45 . 5 5 5 20 30 - 110 150 - - - - VENTS OPEN CORRECTI IN CONDITION BE ADDEI -FEET KIAS 80 FLAPS UP Sea Level 90 -25 . the correction is unnecessary be!:ause of conditions in which airspeed is not -attainable in level flight.000 Ft. Altimeter Correction 1 April 1998 5-14 For Training Purposes Only .000 Ft.000 Ft. FLAPS 300 Sea Level -5 15 20 a 10.25 -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 10.000 Ft. 20. VENTS -CLOSED CORRE CONDITION FLAPS UP Sea Level 10.25 .65 100 -20 . 2 .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 30.000 Ft.000 Ft. Where altimeter correction values have been replaced bV dashes. - - - { Figure 5-2. Add correction to desired aliilUde to obtain indicated altitude to fly.000 Ft. FLAPS 30° Sea Level 10.000 Ft. 20.

00 30 .Inches of Mercury to Millibars 1 April 1998 For Training Purposes Only 5-15 .1000 . 55 INCHES OF MERCURY . ( ( ( ( ( PRESSURE .00 29 . 6 MILLIBARS ..( ( 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. ( ( 5985T7002 ( ( Figure 5-3.29 . 50 30 .00 26.50 29.. 50 31.00 UJ cr (J") (J") ::::> UJ a:: c. Pressure Conversion .INCHES OF MERCURY ( ( ( ( EXAMPLE : PRESSURE . PRESSURE .

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

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

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. Figure 5-6 _ Stall Speeds 5-18 For Training Purposes Only 1 April 1998 .Idle Fuel Condition Lever.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) STALL SPEEDS AT 8000 POUNDS Conditions: Power Lever .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. KIAS values are approximate .

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

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

-----1665 2090 2730 ------- ~m m~ ~~~~ }~~~ m~. ~~~~ .• THOSE DISTANCES WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY. 0 1675 ~~~ .--1975 2500 2720 Z97f ( ( o o . ~~~ 2005 2540 1395 1890 ~~~~ .CESSNA SECTION 5 MODEL 208 (675 SHP) WITHOUT CARGO POD PERFORMANCE TAKEOFF DISTANCE ( ( tI'"-.~~~ ~~~~ ~~~~ 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. ~~~g~ . WITH TAKEOFF POWER SET BELOW THE TORQUE LIMIT 11865 FHBS).~~~ m~ ~~~~ ( ( ~~g 900 6000 1040 1265 m }~~~ 1790 2755 }m 1095 .~5 1640 2835 1740 3000 1950 3420 2215 3970 i 10'C GRO TOTAL RO LL TO .~~ . FOR OPERATIONS ABOVE 40°C AND BELOW THE TEMPERATURE OPERATING LIMITATIONS MULTIPLY TAKEOFF DISTANCES AT 40"C BY 1 2 2. FOR OPERATION WITH TAILWINDS UP TO 10 KNOTS. ~~~~ ~~~~ ~~~~ I ~~~g ~~~g I ~m ~:~~ I ~m ~i~~ ==== ===: 3765 1360 1595 1895 2275 1505 1780 2120 2880 4075 !~~ 300 ~~. LEVEL. INCREASE DISTANCES BY 15% DFTHE "GROUND ROLL" FIGURE. 6.1nn~ ~. 10% FOR EACH 11 KNOTS HEADWIND.. WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES. INCREASE DISTANCES BY 10% FOR EACH 2 KNOTS. FOR OPERATION ON A DRY.E 8 . 1995 2760 860 1035 .AKEOFF 1.~~g ~~~g ~~~~ ~~g~ .~~~ 1175 1495 ~~~ ~~:g .Short Field Revision 6 For Training Purposes Only 5-21 . 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.~~~ 1110 1345 ~~~ ~~~~ . ~~~~~I 80 I m~ ~~~g I ~~~~ ~~~~ ~~~~ ~~~~ ~~~~ ~m.. Takeoff Distance . 5. t~~~ ~!~ .~~~ !i~~ ==== :==: 2000 1625 1BI5 3110 2035 3535 2300 2625 4775 2140 Figure 5-9.~~~: 1200 i ( ( o o o 7 67 77 SL 1930 7Z5 865 mg 3045 4310 1430 1685 .~~g ~~~g ~~~~ ~~~~ .~~~ 1895 2010 2130 2260 I !g~~ 1150 1305 !~~~ 2Z~5 2390 !~~g ~~~g I !~~~ . 4. GRASS RUNWAY. 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 . m~ ~~~~ ==== :==: ..00 RPM INERTIAL SEPARATOR · NORMAL CABIN HEAT· OFF TORQUE SET PER FIGURE 5·8 PAVED.~~ 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:.~ ~~~~ n~~ ~~~~ ~~~~ ~~~~ ( ("'.~~~ 125...~~~ ~g~ !~~~ .~~~ ~~~~ I ~~.~~g .it~~ ~~~~ g:~ ~n~ I .~~~ ~~~~ ~ ~~~ ~~~ ..~~~ ~~~~ ~~~~ .901695 1865 1870 4020 5985 1585 1970 2390 3300 ------960 1210 1570 ------- 3300 . i.~~~ I ~~~~ ~.. 1770 30BO I .~~~ 1795 1895 2010 . DRY RUNWAY ZERO W IND NOTES: ( ( ( ( ( ( W~ .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 . USE SHORT FIELD TECHNIQUES AS SPECIFIED IN SECTION 4 . 3. (GROUND ROLL DISTANCE AND TOTAL DISTANCE TO CLEAR 50 FEET) SHORT FIELD CONDITIONS: FLAPS 20 DEGREES 19. }~~g ~m I m~ ~~~~ ~~:: ~~~~ 27Z0 . 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~ . . OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED .

I NCREASE DISTANCE 1BOTH GROUND ROLL AND TOTAL OISTANCEI BY 3% FOR INERTIAL SEPARATOR IN BYPASS AND INCREASE GROUND ROLL 51. DECREASE DISTANCES 10% fOR EACH 11 KNOTS HEADWIND.NORMAL CABIN HEAT .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 . Takeoff Distance .Flaps Up 5-22 For Training Purposes Only 1 April 1998 . TAKEOFF DISTANCE WE I GH LBS .---------.---- ---. 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 .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 .OFF TOROUE SE1 PE R FIGURE 5-8 PAVED. FOR OPERATION WITH TAILWINOS UP TO 10 KNOTS. 2. INCREASE DISTANCES BY 10% FOR EACH 2 KNOTS_ 3. HITH TAKEOFF POHER SET BELOH THE TORDUE L 1M IT 11865 FT -LBS l. WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES OPE RAT I NG TEMPERATURE LI MI TS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED . DRY RUN~AY ZERO ~INO NOTES: 1. fOR OPERAT I ON ON A DRY.------. 4 .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 ---- ---.m~ ~~~~ ---. LEVEL. USE TYPE II DR TYPE IV ANII-ICE FLUID TAKEOff TECHNIOUES AS SPECIFIED IN SECTI ON 4. 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. AND TOTAL DISTANCE 9% FOR CABIN HEAT ON . S. GRASS RUNWAY.------- Figure 5-10.------- .------.

TAKEOFF FLAP SETTING FLAPS 20° CONO I TIONS I TAKEOFF POWER 1900 RPM INERTIAL SEPARATOR . WITH CLIMB POWER SET BELOW THE TORaUE LIMIT. PRESS CLlHB RATE OF CLIHB . Rate of Climb .Takeoff Flap Setting 1 April 1998 5-23 For Training Purposes Only . 00 NOT EXCEED TORaUE LIMIT FOR TAKEOFF PER ENGINE TOROUE FOR TAKEOFF CHART. DECREASE RATE OF CLIMB BY 20 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 rPM FOR CABIN HEAT ON. OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED.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. 2. 1HIS POWER SETTING IS TIME LIMITED TO 5 MINUTES.NORMAL ZERO WINO NOTES: 1.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( (~-( RATE OF CLIMB . WHEN ITT EXCEEDS 765"C. 3. THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEHPERATURE LIHIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY.DASHES. WHERE RATE OF CLI MB VALUES HAVE BEEN REPLACED BY.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.

WITH CLIMB POWER SET BELOW THE TOROUE LIMIT.TAKEOFF FLAP SETTING FLAPS 20· CONDIT IONS I TAKEOFF POWER 1900 RPI1 INERTIAL SEPARATOR . EXCEEDS 765 °C. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. Climb Gradient .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) CLIMB GRADIENT . DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHART. CLII1B GRADIENT .'.Takeoff Flap Setting 5-24 For Training Purposes Only 1 April 1998 . OPERATING TEMPERATURE LIMITS O THE AIRPLANE WOULD BE GREATLY EXCEEDED. THIS POWER SETTING IS TIME LIMITED TO 5 MINUTES. WHEN ITT .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 ~. THOSE F RATES OF CLIMB WHICH BRE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LiMiT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY.NORMAL ZERO WIND NOTES: 1.' . Figure 5·12 . 3. DECREASE RATE OF CLIMB BY 10 FlINM FOR INERTIAL SEPARATOR IN BYPASS AND 30 FTINM FOR CABIN HERT ON. 2 .

3. :.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( -' ( \ ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( . TOROUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIHUM CLIHB ITT OF 755·C OR NG OF 101.51.y I "'. 2.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 -- . FLAPS UP CONDITIONS: 1900 RPH INERTIAL SEPARATOR . WHERE RRTE OF CLIMB VALUES HAVE BEEN REPLRCED BY DASHES. Maximum Rate of Climb . AN APPRECIABLE RATE OF CLlHB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED OR OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. -- -- -- -- Figure 5-13. 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.NORMAL ZERO WIND NOTES: 1.. PRESS CLIMB RATE OF CLIMB . DECREASE RATE OF CLIMB BY 30 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 65 FPM fOR CABIN HEAT ON.Flaps Up 1 April 1998 For Traininl! Purooses Onlv 5-25 .

WITH CLIMB POWER SET BELOW . 00 NOT EXCEEO TOROUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHRRT.NORMAL ZERO WINO NOTES: 1. OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED.. Maximum Climb Gradient . DECREASE RATE OF CLIMB BY 10 FT/NN FOR INERTIAL SEPARATOR IN BYPRSS ANO 40 FT/NN FOR CABIN HEAT ON. HHEN ITT EXCEEDS 765"C. CLIMB GRADIENT . THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE CIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY . 2. ( ( Figure 5-14.Flaps Up ( 5-26 For Training Purposes Only 1 April 1998 .-_ . THIS POWER SETTING IS LIMITED TO 5 MINUTES. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) MAXIMUM CLIMB GRADIENT FLAPS UP CONDITIONS: T RKEOFF POWER 1900 RPM INERTIAL SEPARATOR . 3.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.THE TORQUE LIMIT.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 ( ( ( (' ( ( { ( ( ( ( ( ( ( "".

6Z. 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: 1.1998 For TraininlZ Purposes Only 5-27 .165"C DR NG OF 101. 3. Figure 5-15. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.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. DECREASE RATE OF CLIMB BY 50 FPM FOR INERT IAL SEPARATOR IN BYPASS AND 10 FPH FOR CABIN HEAT ON. WllH CLIMB POWER SET BELOW THE TOROUE LIMIT. ( ( ( --- ( . 2 . TORQUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF . AN APPRECIABLE RATE OF CLIMB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED OR OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. PRESS CLIMB RATE OF eLI MB .( ( ( -CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( rc-- CRUISE CLIMB FLAPS UP COND IT IONS.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 -- ( ( ( ( ( ( ( ( ( ( (' \ . THOSE . 1900 RPM INERTIAL SEPARATOR .Flaps Up 120 KIAS 1 ApriJ. ( -- c. Cruise Climb .

DO NOT EXCEED TOROUE LIMIT FOR TAKEOFF PER ENGINE TOROUE FOR TAKEOFF CHART.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 . THOSE RATES OF CLIHB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEHPERATURE LIHIT ARE PROVIDED FOR INTERPOLATION PURPOSES mNLY . WHEN ITT EXCEEDS 76SoC. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES. DECREASE RATE OF (LIMB BY 15 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 FPM FOR CABIN HEAT ON.Balked Landing ( 1 April 1998 5-28 For Training Purposes Only . PRESS CLIMB RA TE OF eLI HB . THIS POWER SETT ING IS L1MIlED TO 5 MINUTES. OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. Rate of Climb .NORMAL ZERO WIND NOTES: 1 .BALKED LANDING FLAPS 30· ( CONDITIONS : 1 AKEOFF POWER 1900 RPM INERTIA L SEPARATOR . 3. 2 .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( RATE OF CLIMB . WITH CLIMB POWER SET BELOW THE TOROUE LIMIT.

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 ( ( ( ( ( ( ( ( ( ( ( ( -. 5. FUEL. FOR EACH 1000 FEET OF CLIMB. DISTANCES SHOWN ARE BASED ON ZERO WIND. x. WITH INERT IAL SEPARATOR SET IN BYPASS. FUEL. AND DISTANCE NUMBERS BY 17. TORQUE SE T AT IB65 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765°C OR NG OF 101.' TIME. AN APPRECIABLE RATE OF CLIHB FOR THE WEIGHT SHOWN CANNOT BE EXPECTEO. 1.. TAXI. FUEL.NORMAL NOTES. AND TAKEOFF ALLOWANCES. 3. AND DISTANCE NUMBERS BY 1Z FOR EACH 2000 FEET OF CLIMB AND FOR CABIN HEAT ON INCREASE TIME . Fuel. INCREASE TIME.Max Rate 1 April 1998 For Training Purposes Only 5-29 . 2. AND DISTANCE TO CLIMB MAXIMUM RATE OF CLIMB CONDI TIONS: FLAPS UP 1900 RPM IN£ RT[AL SEPARATOR .-- ( ( ( -- Figure 5-17. WHERE TIME. and Distance to Climb . AND OISTANCE VALUES HAVE BEEN REPLACED BY DASHES.( ( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( ".6Y. 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 -. . ' Time. 4... FUEL. ADD 35 ' POUNDS OF FUEL FOR ENGINE START.

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 .3 4000 7 7 5 3 120 3 24 25 32 11 6000 120 5 36 10 5 38 11 8 50 . WITH INERTIAL SEPARATOR SET IN BYPASS OR CAB[N HEAT ON INCREASE TIME. AND TAKEOFF ALLOWANCES . AND DISTANCE NUMBERS BY 1% FOR EACH 1000 FEET OF CLIMB. DISTANCES SHOWN ARE BASED ON ZERO NINO. 4. 3.Cruise Climb 5-30 For Training Purposes Only 1 April 1998 . Fuel. Time. and Distance to Climb . 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 ( (' .NORHAL NOTES: 1 . . 2. FUEL. ( '( ( ( ( ( ( ( ( ( ( Figure 5-18. TOROUE SET AT 1865 FT . FUEL. TAXI .L8S OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765°C DR NG OF 101.6% . ADD 35 POUNDS OF FUEL FDR ENGINE START. AND DISTANCE TO CLIMB CRUISE CLItlB CONDITIONS: FLAPS UP 1900 RPM INERTIAL SEPARATOR .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( TIME.

whichever occurs first. Sheet 2 through Sheet 13. With the inertial separator in BYPASSS and power set below the torque limit (1 B65 foot-pounds). 3. decrease maximum cruise torque by 80 foot-pounds. 2. Cruise Performance (Sheet 1 of 13) 1 April 1998 5-31 For Traininl! Purposes Only . decrease the maximum cruise torque by 100 foot-pounds. Do not exceed 740°C In.6% Ng. Do not exceed 740°C In. 740°C In. 4. The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power. Do not exceed this torque.( ( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD . or 101. in this section. The lowest torque shown for each temperature and RPM corresponds to the recommended torque setting for best range in zero wind conditions. ( ( ( ( ( ( ( ( ( I' Figure 5-19.-. Fuel flow for a given torque setting will be 7 pph higher. Fuel flow for a given torque setting will be 15 pph higher.' - SECTION 5 PERFORMANCE ( ( ( ( I CRUISE PERFORMANCE ( ( NOTES ( ( ( ( The following general information is applicable to all Cruise Performance Chartscontinued in Figure 19. 1. With the cabin heat on and power set below the torque limit (1865 foot-pounds).

Cruise Performance (Sheet 2 of 13) 5-32 For Training Purposes Only 1 April 1998 . 8000 POUNDS INERTIAL SEPARATOR .PRESSURE ALTITUDE 2000 FEET CONDITIONS. 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 .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 . 156 178 172 164 ISS 153 17.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL. UEl . 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. 208 (675 SHP) .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! .

~~ 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 "". 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 ' . 1100 1500 1300 1265 1865 1700 1500 1300 1270 1865 1100 1500 ~. Cruise Performance (Sheet 3 of 13) 1 April 1998 For Training Purooses Onlv 5-33 .~ 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 !~. 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.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 !. 8000 POUNDS INERTIRL SEPARRTOR .CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD f''': SECTION 5 PERFORMANCE ( ( \ PRESSURE ALTITUDE 4000 FEET CONDITIONS.

Cruise Performance (Sheet 4 of 13) 1 April 1998 For Training Purposes Only 5-34 .( PRESSURE RLTITUDE 6000 FEET CONDITIONS. 1800 .~~ 1910 1800 1600 1400 1305 1970 1800 lS00 1400 1290 1S70 1800 1600 1400 1280 1970 1800 1600 1400 1280 1970 . Figure 5-19.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.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( . 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 ~~. 8000 POUNDS INERTIRL SEPARATOR .~~ 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.

1 April 1998 For Traininl!: Purposes Only 5-35 .~~ 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 .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. 148 139 0 Figure 5-19. 80110 POUNDS INERTIRL SEPRRRTOR ..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 - .00 1400 1200 1160 1866 1700 1500 1300 1165 1866 1100 1500 1300 1165 0 1866 1700 1500 1300 ~~~~ 1856 1700 1500 ~~~ 397 3. Cruise Performance (Sheet 5 of 13) .( CESSNA MODEL 208 (675 ( ( ( / SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( \ PRESSURE RLTITUDE IODD FEET CONDITIONS.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 _ ---.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 .

SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( ( ( PRESSURE ALTITUDE 10000 FEET CONDlTIONS.1265 1200 1436 1300 1185 1&06 1500 1300 1190 1773 1600 1400 1200 1175 1926 1800 1600 1400 1200 1155 1910 1800 1600. 8000 POUNDS CRUISE PERFORMANCE ( ( ( INERTIAL SEPARATOR . 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 .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. Cruise Performance (Sheet 6 of 13) 5-36 For Training Purposes Only ( 1 April 1998 .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 .

-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. ~~.r ~.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD "..'" SECTION 5 PERFORMANCE ( ( ( '\ ( PRESSURE ALTITUDE 12000 FEET 8000 POUNDS TE"P OEG C 20 10 CRUISE PERFORMRNCE CONDITIONS. Cruise Performance (Sheet 7 of 13) 1 April 1998 For Traininl! Purnoses Onlv 5-37 .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 ( ( ( . ( ( ( INERTIAL SEPRRRTOR .

25 -35 .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 .45 -54 1859 1100 1500 1300 1100 1070 19S5 1100 1500 1300 l100 . 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 ~~~~ .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 .SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( PRESSURE ALTITUDE 1400D FEET COND [T IONS. 8000 POUNDS INERTIAL SEPARJlTOR . Cruise Performance (Sheet 8 of 13) 5-38 For Training Purposes Only 1 April 1998 . 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.

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.( ( CESSNA MODEL 208 (675 SHP) WITHOUT CARGO POD SECTION 5 PERFORMANCE ( ( ( ( CONDnIONS.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 . PRESSURE ALTITUDE 16000 FEET 8000 POUNDS [NERTIfIL SEPRRATOR . Cruise Performance (Sheet 9 of 13) 1 April 1998 For Trainine Purposes Only 5-39 .

SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( ( ( PRESSURE ALTITUDE 18DDD FEET CONDITIONS. Cruise Performance (Sheet 10 of 13) 5-40 For Training Purposes Only 1 April 1998 . 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 .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 . 233 352 311 217 239 229 ( ( 1765 lS00 1400 1200 1110 219 243 227 183 175 165 152 146 ( ( ( ( Figure 5-19. ~~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 . BODO POUNDS INERTIAL SEPARATOR .

NORMAL REFER TO SHEET 1 FOR APPROPRIATE IIOTES APPLICABLE TO THIS CHART lEHP 1900 . PRESSURE ALTITUDE 20000 FEET 8000 POUNDS INERTIAL SEPARATOR .~~ 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 .~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. Cruise Performance (Sheet 11 of 13) 5-41 For Training Purposes Only 1 April 1998 .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 .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 .~: ~~~ .

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 .• 7500 POUNDS INERTIAL SEPARATOR . Cruise Performance (Sheet 12 of 13) 5-42 1 April 1998 For Training Purposes Only . 254 217 UOO 915 -54 1281 1100 910 291 252 216 1000 985 1228 1100 910 1316 1200 1000 960 1359 1200 1000 950 .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 . 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 .

7000 POUNDS TE"P OEG [ PRESSURE RLTITUDE 24000 FEET INERTIAL SEPARATOR .50 -54 ( ( 213 208 266 Z32 202 265 172 159 177 150 158 Ul 1&8 153 ( 1~~~ ~~~ no ~. Cruise Performance (Sheet 13 of 1 3) 1 April 1998 5-43 For Training Purposes Only .NGR"AL CRUISE PERFORHANCE ( ( REFER TO SHEET 1 FOR IPPROPRIRTE NOTES APPLICRBLE TO THIS CHRRT TORQUE F1-LBS 6.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. 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 .~ 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.

' NAUTICAL MILES .) Fuel required includes the luel used for engine slarl.\. Fuel and Time Required . Time required includes the time during a maximum climb and descent. 1 / '" f.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675 SHP) ( ( FUEL AND TIME REQUIRED MAXIMUM CRUISE POWER (40 . ~20 V V V /' II / V V / V / 1/ i/ /' i/ I to ' / 0$/ .- .~~ V V V ~ .~ 60 w 60 ~ .0fooO .Jfi01i1 ../ l-'::~ I--..:: ~"'" I!'lli~ . takeoff. ~- -1- ~4 121 2o ( 60 ( /' 1Il~ ~ . 2.Maximum Cruise Power 40 ..0 000 ~~\- I:::. maximum climb Irom sea level.../ --I 40 I-:: jjlillil ./ v ~ I 21il1il I k.) With Inertial separator in BYPASS or cabin heat on./ . t21i11i1 Standard Temperature ( ( l lllllllil ( S~.Figure 5-20.200 Nautical Miles) CONDITIONS: 8000 Pounds 1900 RPM Iner1ial Separator · Normal NOTES: 1. ~ V ~./~~ ~ r:::: .. .€ . ... ~ V I 60 I ( DISTANCE . increase time by 3% and fuel by 2%.. taxi.~v ---:v I-"" V- V ./ .. descent 10 sea level and 45 minutes reserve.200 Nautical Miles (Sheet 1 of 2) ( 5-44 For Training Purposes Only 1 April 1998 ..../ ~ ..'7 I .. ~lJ0 " < ..

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

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

0 ( ( .-~" s-fJ V IL f-t... !l01i1 1/ V 1"11 V V V 1/ IL 7 . ~~ 0«-.Jo!"olfl c.~9 ~?Y "..11 II V V '" 611 I V Ii lL lL IL l[ DISTANCE .Maximum Range Power 200 . takeoH. 2~11I111 Standard Temperature ( ( ( ( ( ( 211100 1/ 1/ V ( ~ 12111111 <'d (v. 2.... descent to sea level and 45 minutes reserve. fTJ 1/ .~:z.NAUTICAL MILES Figure 5-21.f 103. 1-1- 6 5 ( ( P.Normal NOTES: 1.( ( 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 .) With inertial separator in BYPASS or cabin heat on.. increase time by 3% and fuel by 2%.) Fuel required includes the fuel used for engine start.o.. Time required Includes the time during a maximum climb and descent.r. maximum climb from sea level. V V V 1/ 1/ ~ 2 1 V 1/ V 1/ J V Ii I". taKi.o~ ( ~0111 il.'<> V 4 3 1-1- -1-1- . Fuel and Time Required . ~ ~\-. V II !71'li P)' 1/1..1000 Nautical Miles (Sheet 2 of 2) 1 April 1998 For Trainine Purposes Only 5-47 .§J(!:". lL I".....

~~'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+~~ . .J.lf4160 KTA.! 156 KTAS·t+1H-t+t-H-t-t+H-t+H ~ + ~ I # tfHl.I>+l-H-H-++H 15000 0 . . This chart allows for the fuel used for engine start. 2.J « ::J HH++H++H-H-H4+H~ CT!<J~!:A4+HH++HH++H++H4+H~ ~~ 'I 18S KTA~ 10000 H+H+++++++H-Jt:.+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 .J+++!+++-H*+-lA-1+I-I158 KTAS-HH-I-+H 2ililil0 . 8000 Pounds 1900 RPM Standard Temp Zero Wind Inertial Separator .....IH.-j:·W nfS 1-H-I++-HI++-H-H4..I... 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 ... . ~~ ~~4'++HH+++hH4~H4~~ I-H-I++++-I+H-l-H-J~~'uQ.. 1.. The distance during a maximum climb and the distance during descent are inCluded . taxi.NAUTICAL MILES Figure 5-22. ( ( 25000 IIIIII 1111 II 1-H-H-H-l++-H-'H-+++-H-+++174 KTAS+-H-++++Jf.f' ff'... With the inertial separator in BYPASS or cabin heat on..M+H-+H+H++IH+l++f-l++H-+++-l I+++H-H-I-I++I-ll.. decrease range by 2% .'t .J+H4..Normal NOTES. takeoff. climb and descent.... Range Profile 5-48 For Training Purposes Only 1 April 1998 .

"" 0':. lJJ CJ 15111111111 v~ . climb and descent.rf:)'" ~~ 51/1111111 ~?- -S>~ ( ( SL 4.1lI 7.p.III 9.~ .111 B.s. decrease endurance by 2%.~ < . 25111111111 ( ( ( ( ( ( ( ( 201110111 ( ( ( tlJJ lJJ LL.111 B.HOURS Figure 5·23.' ~~ ~ ( ( ::J tt- Ul1ll01ll #. 2.Normal NOTES: 1.( ( ( ( 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 .111 5.. takeoff.111 ENDURANCE . The distance during a maximum climb and the distance during descent are included. This chart allows for the fuel used for engine start.J .:s «. taxi. Endurance Profile 1 April 1998 For Traininl! Purooses Onlv 5·49 . With the inertial separator in BYPASS or cabin heat on.~ ~ ~~ .

( ( NOTE Distances shown are based on zero wind. FUEL AND DISTANCE TO DESCEND ( CONDITIONS: Flaps Up 8000 Pounds 140 KIAS Above 16.SECTION 5 PERFORMANCE WITHOUT CARGO POD CESSNA MODEL 208 (675SHP) TIME. Fuel and Distance to Descend 5-50 For Training Purposes Only 1 April 1998 .000 4.000 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. ( ( ( ( Figure 5-24.000 feet.000 8.000 16.000 20.000 Sea Level 30 25 20 15 10 5 0 118 102 86 65 45 23 a 91 · 7S 59 43 28 14 0 . Time.000 12. 160 KIAS Below 16.

MAX Maximum Brak. operating temperatUre limits of the airplane would be greatly exceeded." -. For operation on a dry. . == ~ "!l ~ ~ ~ I :. Propeller Control lever .: "T1 CONDITIONS: Flaps 30· Power lever .nots. increase the approach speed by 15 KIAS and allow for 40% longer distances.~ 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'\ -'" ... increase distances by 10% for each 2... Decrease distances 10% for each 11 k. Those distances which are included but the operation slightly eKceeds the temperature limit are provided for interpolation purposes only ..5 k.-'. .. Short field technique as specified in Section 4. grass runway. 5.. <C 1.. increase distances by 40% of the 'ground roll" figure. 6.000 11.. 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 - -' ..Idle after clearing obstacles. .0 co cO' c:.nots headwind. 4. . - - 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. Dry Runway Zero Wind NO~S:------------------ CD (J'\ N ."0 » ~.0 <. Level..L 1000 2000 3000 4000 5000 6000 7000 8000 9000 10.000 12.. 3.000 (l) 11) 0 !< = en ::::T co ~ 0 ~ - ...nots. If a landing with flaps up is necessary. For operation with tailwinds up to 10 k. Where distance values have been replaced by dashes. BET A range (lever against spring) after touchdown.ing Paved. 2.S· ~ ~ c.. Use of maximum reverse thrust after touchdown reduces ground roll by approximately 10%. LANDING DISTANCE MAXIMUM WEIGHT 7800 LBS SHORT FIELD ________________________________ -L <.. .

.. CD "'T1 7300 LBS AND 6800 LBS .. > .. 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 :.. I\) -ocn mm LANDING DISTANCE to· e .000 S.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..." "' . . :::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. 1000 890 925 960 570 590 2000 3000 2~ "0 4000 5000 6000 7000 8000 9000 10...000 » ~ .--------._-.-. "'CI = -< '" 0 til 0 (ij.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 ..C.000 12.---..000 11.. 610 635 660 685 710 735 785 795 825 860 825 ..11 C.l.10 655 680 705 730 760 785 815 850 880 915 955 990 "'T1-f JJ(") .." . 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...-. 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 .000 11.11 .. .. 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 . 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..000 12.. 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 - ..

g ~~:~ .2.---- ~~~~ 910 1690 1040 1125 1220 2125 1325 2310 1440 2515 1590 2185 1760 3115 i~~~ ~--- . 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.1O 70 ( DODO IIOOC ~~j8 1 0 0 0 67 3390 2000 1305 77 SL 1375 1000 1450 200e 1535 3000 1620 4000 500t .-------.------.--' ?34 ---.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 ~. INCREASE DISTANCES BY 1(1% FOR EACH 2 KNOTS . WITH TAKEOFF ' POWER SET BELOW THE TORQUE LIMIT (1865 FT·LBS). 3. INCREASE . 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.( ( C. THOSE DISTANCES WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY 6.-.--. Figure 5-26. ~~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 --------. WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES. OPERATlM3 TEMPER ATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED.O.---m~ ~~~g ---. GRASS RUNWAY. FOR OPERATION ON A DRY. DRY RUNWAY ZERO WIND NOTES : 1 USE SHORT FIELD TECHNIQUES AS SPECIFIED IN SECTION 4 .--.g ~~~~ ---.~ 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~~ ---. ---. ~~~ 2690 1535 1915 1~. 2010 2155 1790 }~~~ ~~:~ ~~. Takeoff Distance .------. MULTIPLY TAKEOFF DISTANCES AT 40' C BY 1.--_.------- ~~~ 10<10 1110 1180 1260 1~ 10 ~~~~ i~~~ m~ 1690 3615 m~ ~~~~ 2330 ---. 5. FOR OPERATION WITH TAILWINDS UP TO 10 KNOTS.Short Field Revision 6 For Traininp Pnrnnses Onlv 5-53 . ~~.~~~ 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 ~. lEVEL.---2655 4920 ---.---5115 1530 1615 1105 1805 1915 2030 2155 2940 3285 4180 1"~" 1450 2550 1515 1715 1890 3375 2100 3795 ~~~~ .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:. 2. 4.~~. ( ( 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. FOR OPERATIONS ABOVE 40"C AND BELOW THE TEMPERATURE OPERATING LIMITATIONS.DISTANCES BY 15% OF THE -GROUND ROLL' FIGURE.---- . DECREASE DISTANCES 10% FOR EACH 11 KNOTS HEADWIND.

I . INCREASE DISTANCES BY 15% OF THE "GRDUNO ROLL' FIGURE. DRY RUNHAY ZERO WIND NOTES: 1. .__-1. FOR INERTIAL .ll. LEVEl. 5.50S . WHERE DISTANCE VALUES HAVE BEEN REPLACED BY DASHES OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATL Y EXCEEDED.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 ---. FOR OPERATION ON A DRY._ . WITH TAKEOFF POWER SET BELOW THE TORDUE LIMIT 11865 FT-LBS I. GRASS RUNIIAY.<. . 4._-. 2... 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 ._---.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 .' .SEPARATOR IN BYPASS AND INCREASE GROUND ROLL 5% AND TOTAL OISTANCE 9% FOR CABIN HEAT ON.------. INCREASE 0 IS TANCES BY lOY. 1 @~i'l 122451I 3850 12385 I 4080 1 ---.------. FOR EACH 2 KNOTS.. _ u I 1 ----I Figure 5-27..------.__ __El_'-1 . 3.NORMAL CRB I N HEAT . 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 .L:>S05 ( ( ---. USE TYPE II OR TYPE IV ANIT-ICE FLUID TAKEOFF TECHNIDUES AS SPECIFIED IN SECTION 4..! .------ ( ( i I -_. FOR OPERATIONNITH TAILWINDS UP TO 10 KNOTS.. FLAPS 0 DEGREES 1900 RPM I NERTf AL SEPARATOR .~ ~lOrJ 1:745 lj095 [3D40 5L~!l p375 . . INCREASE DISTANCE IBOTH GROUND ROLL ANO TOTAL DISTANCE I BY 3Y. DECREASE OISTANCES 10% FOR EACH 11 KNOTS HEADWINO.__ .. Takeoff Distance· Flaps Up 5-54 For Training Purposes Only 1 April 1998 . 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.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. 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...OFF TDROUE SET PER FIGURE 5-8 PRVED.

HHEN ITT EXCEEDS 765°C. OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. 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. WITH CLIMB POWER SET BELOW THE TORQUE LIMIT.NORMAL ZERO WIND NOTESr 1. PRESS CLIMB RATE OF CLIMB . Rate of Climb .FPM WEIGHT ALT SPEED O"C 20 C liD C LBS FT KIAS -20"C -. THIS POHER SETTING IS LIMITED TO 5 HINUTES. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.( ( CESSNA MODEL 208 (675 ( SHP) CARGO POD INSTALLED PERFORMANCE SECTION 5 ( ( ( ( RATE OF CLIMB . DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHART. 3.TAKEOFF FLAP SETTING FLAPS 20° eONO I TIONS: TAKEOFF POHER 1900 RPM INERTIAL SEPARATOR .Takeoff Flaps Setting 5-55 For Training Purposes Only 1 April 1998 . THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEo~ THE TEMPERATURE LIMIT ARE PROVIOEO FOR INTERPOLATION PURPOSES ONLY. DECREASE RATE OF CL!MB BY 20 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 FPM FOR CABIN HEAT ON. 2.

3.TAKEOFF FLAP SETTING FLAPS 20 0 CONDITIONS: TAKEOFF PololER 1900 RPI1 INERTIAL SEPARATOR . : . 2.Takeoff Flap Setting 5-56 For Training Purposes Only 1 April 1998 . CLIMB GRADIENT .FliNN CLlI1B PRESS SPEED WEIGHT ALT (loC 20 C 40 C -20 C . WHERE RATE OF CLII1B VALUES HAVE BEEN REPLACED BY DASHES . THOSE RATES OF CLII1B WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEED! THE TEI1PERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY. Climb Gradient . DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TORQUE FOR TAKEOFF CHART . nPERAIING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. DECREASE RATE OF CLIMB BY 10 FT/NN FOR INERTIAL SEPARATOR IN BYPASS AND 30 FT/NM FOR CABIN HEAT ON. 465 670 740 '11 12000 i ( ( ( ( ( ( ( ( ( ( ( { ( ( ( ( ' {-~:. IolHEN ITT EXCEEDS 765°C. SETTING IS LIMITED TO 5 MINUTES. THIS POHER. ( Figure 5-29.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED CLIMB GRADIENT . HITH CLIMB POWER SET BELOW THE TOROUE LIMIT.NORMAL ZERO HIND NOTES: 1.10 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 .

( -- - --- ( ( ( . Maximum Rate of Climb .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" \. WITH CLIMB POWER SET BELOW THE TOROUE LIMIT. 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. 2. -- -- -- Figure 5-30. 3.( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( . THOSE RRTES OF CLIMB WHICH RRE INCLUDED BUT THE OPERATION SLIGHTLY EXCEEDS THE TEMPE~ATURE LIMIT ARE PROVIDED FOR INTER~OlATIO~ PURPOSES ONLY..NORMAL ZERO WINO NOTES I 1. TORDUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765'C OR NG OF 101. 1900 RPM INERTIAL SEPARATOR . AN APPRECIABLE RATE OF CLIMB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED OR OPERATING TEMPERATURE LIHITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. PRESS CLI MB RATE OF CLIMB .Flaps Up 1 April 1998 Fnr TraininlJ Purnoses Onlv 5-57 . WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.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 '.61.t.

00 NOT EXCEED TOROUE LIMIT FOR TRKEoFF PER ENGINE . 5-58 For Training Purposes Only 1 April 1998 .TOROUE LIMIT. THOSE RATES ofCLIM6 WHICH ARE INCLUDED BUT THE OPERATION SLIGHTLY EXCEED~ THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY.NORMAL ZERO WIND NOTES I 1. 2. 3. THIS POWER SETTING IS LIHITED TO 5 MINUTES.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. [LIMB GRADIENT .Flaps Up. TOROUE FOR TAKEOFF CHART. OPERATING TEMPERATURE LltlITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. WHERE RATE OF CLltlB VALUES ~AVE BEEN REPLACED BY DASHES. Maximum Climb Gradient . DECREASE RATE OF CLIMB BY 10 FT/NM FOR INERTIAL SEPARATOR IN BYPASS AND 40 FTINM FOR CABIN HEAT ON.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED MAXIMUM CLIMB GRADIENT FLAPS UP CONDITIONS: TAKEOFF POHER 1900 RPtI INERTIAL SEPARATOR . WITH CLIMB POWER SET BELOW THE . WHEN ITT EXCEEDS 76S·C.

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~..NORMRL ZERO WINO NOTES.- CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( { CRUISE CLIMB FlRPS UP CONOI TIONS: 1900 RPM INERTIAL SEPARATOR . 1. TORQUE SET AT 1865 FT-lBS OR lESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 76S·C OR NG OF 101. 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 .605 400 205 570 1105 235 60 --- 830 655 1180 300 110 --- Figure 5-32. 2. 3./ 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 . . Cruise Climb .6r.( ( ( ( ( /. "<. 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. ( ( ( 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 ( . PRESS CLIMB RATE OF CLIMB .. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.

OPERATING TEMPERATURE LIMITS OF THE AIRPLANE WOULD BE GREATLY EXCEEDED. Rate of Climb . 3. WHERE RATE OF CLIMB VALUES HAVE BEEN REPLACED BY DASHES.BALKED LANDING FLAPS 30 0 COND IT IONS: TAKEOFF POWER 1900 RPM INERTIAL SEPARATOR . DO NOT EXCEED TORQUE LIMIT FOR TAKEOFF PER ENGINE TOROUE FOR TAKEOFF CHART. WITH CLIMB POWER SET BELOW THE TOROUE LI~IT. 2 .NORMAL ZERO WIND NOTES: 1 .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. PRESS CLIMB RATE OF CLIMB . WHEN ITT -EXCEEDS 765"C. DECREASE RATE OF CLIMB BY 15 FPM FOR INERTIAL SEPARATOR IN BYPASS AND 45 FPM FOR CABIN HEAT ON. THOSE RATES OF CLIMB WHICH ARE INCLUDED BUT TH~ OPERATION SLIGHTLY EXCEED! THE TEMPERATURE LIMIT ARE PROVIDED FOR INTERPOLATION PURPOSES ONLY.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.Balked Landing 5-60 For Training Purposes Only 1 April 1998 . THIS POWER SETTING IS LIMITED TO 5 MINUTES .

Max Rate 5-61 For Training Purooses Onlv 1 April 1998 . INCREASE TIME .-.-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. AND DISTANCE NUMBERS BY 1% FOR EACH 1000 FEET OF CLIMB . II.CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE TIME. FUEL. 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 -. FUEL. TAXI.NORMAL NOTES: 1. AND DISTANCE VALUES HAVE BEEN REPLACED BY DASHES. Fuel and Distance to Climb .CLIMB HAXIMUM RATE OF CL1HB CONDITIONS: FLAPS UP 1900 RPM INERTIAL SEPARATOR . AND DISTANCE NUMBERS BY 1% FOR EACH 2000 FEET OF CLIMB AND FOR CABIN HEAT ON INCREASE TINE. FUEL.. AND TAKEOFF ALLOWANCES. AN APPRECIABLE RATE OF CLIMB FOR THE WEIGHT SHOWN CANNOT BE EXPECTED . TORQUE SET AT 1865 FT-LBS OR LESSER VALUE MUST NOT EXCEED MAXIMUM CLIMB ITT OF 765°[ OR NG OF 101. Time. 5. AND DISTANCE TO . FUEL.Gr. 2. IJITH INERTIAL SEPARATOR SET IN BYPASS. ADO 35 POUNDS OF FUEL FOR ENGINE START. WHERE TIME. 3. DISTANCES SHDIolNARE BASED ON ZERO !oIINO.

AND DISTANCE TO CLIMB CRUISE CLIMB CONDITIONS: FLAPS UP 1900 RPM INERTIAL SEPARATOR . 4. Time. TORDUE SET ' AT 1865 FT-L8S OR LESSER VALUE MUST NOT EXCEED MRXIMUM CLIMB ITT OF 76SoC OR NG OF 101.Cruise Climb 5-62 For Training Purposes Only 1 April1998 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( ( ( TIME. ADD 35 POUNDS OF fUEL FOR ENGINE START. AND TAKEOFF ALLOWANCES . TAXI. 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. WITH INERTIAL SEPARATOR SET IN BYPASS OR CABIN HEAT ON INCREASE TIME. 3. AND DISTANCE NUMBERS BY 1% FOR EACH 1000 FEET OF CLIMB. Fuel and Distance to Climb . FUEL. DISTANCES SHOWN ARE BASED ON ZERO WIND. 1. FUEL. 2.NORMAL NOTES· I .6~.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. Do not exceed 740°C In. decrease the maximum cruise torque by 100 foot-pounds. decrease maximum cruise torque by 80 foot-pounds. With the inertial separator in BYPASSS and power set below the torque limit (1865 foot-pounds). 740 0 ( ITT. Sheet 2 through Sheet 13. Cruise Performance (Sheet 1 of 13) 1 April 1998 For Training Purposes Only 5-63 . Fuel flow for a given torque setting will be 7 pph higher. ( ( 3. The lowest torque shown for each temperature ( ( ( and RPM corresponds to the recommended torque setting for best range in zero wind conditions. 4. 0 ( ( ( ( ( ( ( ( ( ( Figure ·5-36. The highest torque shown for each temperature and RPM corresponds to maximum allowable cruise power. Do not exceed 740 ITT. in this section. 2.( ( ( 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. Do not exceed this torque. or 101. . With the cabin heat on and power set below the torque limit (1865 foot-pounds).6% Ng . whichever occurs first. Fuel flow for a given torque setting will be 15 pph higher.

CONDITIONS. Cruise Performance (Sheet 2 of 13) 5-64 1 April 1998 For Training Purposes Only . 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 . 8000 POUNDS INERTIRL SEPRRRTOR .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 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED PRESSURE ALTITUDE 2000 FEET .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. 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 .

~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.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.!~ ~~~~ . Cruise Performance (Sheet 3 of 13) 1 April 1998 For Traininl! Purooses Only 5-65 ..( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED f SECTION 5 PERFORMANCE ( ( ( \."> .~~~ ~~~ ~!~ ~!~~ . ~~~ 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 (. 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 ~~~~ . TEHP OEC [ ~O PRESSURE ALTITUDE 4000 FEET COND IT[ ONS I 8000 POUNDS INERTIRL SEPARRTOR .

8000 POUNDS TE"P OEG C 35 25 15 CRUISE PERFORHANCE INERTIAL SEPARATOR .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.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( J ( PRESSURE ALTITUDE BODO fEET CONOrTIONS. Cruise Performance (Sheet 4 of 13) 5-66 1 April 1998 For Training Purposes Only .

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.( ( ( ( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( ( ( PRESSURE RLTITUDE 8000 FEET CONOITI01IS.~~ 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 .~~ 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.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~ . Cruise Performance (Sheet 5 of 13) 1 April 1998 For Traininl! Purooses Onlv 5-67 . 8000 POUNDS INERTIAL SEPARATOR ~ NOR"AL REFER TO SHEET 1 FOR APPROPRIRTE NOTES RPPLICRBLE TO THIS CHART .

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 .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 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED PRESSURE ALTITUDE 10000 FEET CONDITIONS.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 6 of 13) 5-68 ForTraining Purposes Only 1 April 1998 .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.

'~~-j Figure 5-36.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 . -30 ( ( "- ~. 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 ( ( ( ( .(675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( ( 8000 POUNDS PRESSURE ALTITUDE 12000 FEET CONDITIOIIS.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!..( ( ( CESSNA MODEL 20B. '.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. ~ ~.~~ 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.~ 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· . 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 ~. INERTIRL S£PRRRT1IR . Cruise Performance (Sheet 7 of 13) 1 April 199B For Trllininp Purnoses Onlv 5-69 .

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.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 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED PRESSURE RLTITUDE 14000 FEET CONDlnONS. 8000 POUNDS INERTlRl SEPRRRTOR . Cruise Performance (Sheet 8 of 13) 5-70 For Training Purposes Only 1 April 1998 . 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 '.

156 145 183 177 167 155 144 IUS 1100 1500 1300 1115 1934 1700 1500 1300 1110 . Cruise Performance (Sheet 9 of 13) 1 April 1998 For Training Purposes Only 5-71 .NDRKAL REFER TO SHEET 1 FOR RPPROPRIRTE NOTES RPPLICABLE TO THIS CHRRT TORQUE FT-LBS 1040 1168 1125 1292 1110 140. 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 11.54 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. 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. POUNDS TEMf OEG C 10 0 -10 -20 -30 CRUISE PERFORHANCE INERTIRL SEPRRRTOR .0 1602 1400 1200 1145 1715 ·1600 1400 1200 1125 162 159 169 157 174 168 155 178 In -40 .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. 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 .

8000 POUNDS INERTIftL SEPRRATOR . Cruise Performance (Sheet 10 of 13) 5-72 For Training Purposes Only 1'April 1998 .SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( PRESSURE ALTITUDE 18000 FEET CONDITIONS..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.

{ ( 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 .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.

Cruise Performance (Sheet 12 of 13) 5-74 For T raining Purposes Only ( 1 April 1998 .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:.SECTION 5 PERFORMANCE CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED ( ( ( PRESSURE RLTJTUDE 22000 FEET CONonIOIIS. '1000 POUNDS INERTIRL SEPARRTOR . BBB 9B4 925 1073 925 1153 1000 16 234 . 1046 975 1141 1000 950 1751) RPn FUEL HOH PPH KTRS 49 15B 152 IS. 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 . 211 266 227 211 283 244 20B 20S 289 262 224 201 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( Figure 5-36.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:. 155 149 161 153 141 166 152 144 169 158 142 141 170 163 149 139 ( -5 -15 -25 -35 .

Cruise Performance (Sheet 13 of 13) 1 April 1998 For Training PUrposes Only 5-75 . 6600 POUNDS PRESSURE ALTITUDE 24000 FEET INEATIAL SEPAAATOR .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.( ( CESSNA MODEL 208 (675 SHP) CARGO POD INSTALLED SECTION 5 PERFORMANCE ( ( ( ( CONDITIONS.

. Time required includes the time during a maximum climb and descent. Fuel and Time Required .. N.. ~ ~ .V 40 20 ~Il''''' 60 '" V V V ~i ( V/' ( /' v: ( ifl bl ..000 V./' ~ ~ ~ 'G~oQ ~\. V ( 60 OI ST~NCE .Maximum Cruise Power 40 .IY ( iI-'" 1--:1-' iV- ---~ ( ( 140 600 V 41110 -- ( 200 .) Fuel required includes the tuel used tor engine slart. rI ...~6.200 Nautical Miles (Sheet 1 of 2) 5-76 For Train ing Purposes Only 1 April 1998 .. f:.Normal NOTES : Standard Temperature ( 1.. maximum climb trom sea tevel.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 . ... L MILE S Figure 5-37... /' ao ~ 60 ( ( ~ e. I". ta xi. increase lime by 3% and tuel by 2%. 12 00 1000 'O<c.1 d "::J . takeoH. ~r \-IO\J~ I<!if$i 20 ( ~ W 00 ( oqf't ~ .. 2.. . UTlC ..) With inertial separator in BYPASS or cabin heat on. descen t 10 sea tevel and 45 minutes reserve..

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

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

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

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

(
( (

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 %.

(
(

(
(
25000

(
(
20000

(

( f"
(

t

l1..
--~

IW W

15IIl11l11l
:::l l-

(

0

W

(

I..J

<

1011100

(
500111

~~~~~~~~~~~O~~'H4~H+~H+~H++1
(v'I. H-t+Hl++tH++-H+~H-H
~~~~~4+~~~~'~G'++~~~++~~~~

~.++~++~~H++H+¥~~-++H4++~~~+H~+h~
/

~+M~H4~~~~~~'~~~++~++~+H~++~

ww++~++~+H~~~~rl4++~~~~~~~~~

~~~H4~~~~~~-~~~~4+H4~H4~~++H

iii
II

SLLU~WU~U4~~~~III~LU~LU~~~~~~~WU
4.0 5. 0 6.0 7.0

ENDURANCE

HOURS

6.0

9.0

Figure 5-40. Endurance Profile.
1 April 1998 5-81

For Trainine Purposes Only

SECTION 5 PERFORMANCE

CESSNA MODEL 208 (675 SHP)
CARGO POD INSTALLED

(

(
(

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

( (

(
(
(
(

( ( (

PRESSURE ALTITUDE (FEET)

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

(

(

24,000 20,000 16,000 12,000 8,000 4,000 Sea Level

30 25 20 15 10 5 0

132 113 . 95 72 48 25 0

91 75 59 43 .28 14 0

(
( ( (

NOTE
Distances shown are based on zero wind.

(

(

i"
Figure 5-41. Time, Fuel and Distance to Descend 5-82
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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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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REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES
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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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CESSNA MODEL 208 (675 SHP)

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

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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

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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

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Nos. and Main landing Ge.r Wolgl1t TOlaled(
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LOCATING CO WITH AIRPLANE ON JACK PADS
FORMULA lor Longibdnal CG

CG Ann.1
Airplane

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

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PILOT AND FRONT PASSENGER SEATS

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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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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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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= (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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,.

A

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. .

( ( (

( (

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

(

(

. CESSNA MODEL 208 (675 SHP)

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SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

A

WARNING

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c

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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.

A

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

(

( (

. CESSNA MODEL 208 (675 SHP)

SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST

(

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

75 pounds per cubic foot and the zone is more than 75% full. Refer to Figure 6-15 for diagrams of typical cargo tie-down methods for prevention of movement. 208. all cargo must be loaded I such that loading zones forward of the last loaded zone must be 75% full by volume. In this arrangement. 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. Each partition will withstand the forward and aft operational loads applied during takeoff. If the partitions are used. landing. they must be used in conjunction with the cargo barrier.5. The pilot must be responsible to ensure proper load restraint In all loadings. cargo placement must allow for movement and exit of the passengers. they cannot be considered as a replacement for the barrier. Use of the partitions will allow loading of the zones without tying down the cargo if the load density is not more than 9. With a barrier installed. and taxi loads is provided. Since partitions are not designed to withstand crash loads.A WARNING In special loading arrangements which allow the carriage of passengers as well as cargo behind the barrier on the Standard 208. Cargo loading that does not meet these requirements must be secured to the cabin floor. Also. ( 6-20 For Training Purposes Only 13 October 1999 .( .SECTION 6 WEIGHT & BALANCE/ CESSNA MODEL 208 (675 SHP) EQUIPMENT LIST only to the extent that shifting due to flight. the cargo partition nets available for the airplane can be installed at stations 181. flight and landing by any two (2) zones forward or aft of the partition. 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. 234. 259 and 284 to divide the cabin cargo area into compartments. ( . .

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

CABIN FLOOR ( ( ( ( STATIONS 100 118 166 234 284 308 26856019 Figure 6-3.. 6-22 For Training Purposes Only 13 October 1999 .' • LWR. 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" . 243/S" 41 3/4" 44 3/4" 50" 50". WINDOW LINE CABIN WIDTH MEASUREMENTS ( ( * .SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) CARGO DOOR (LEFT SIDE) PASS. 50" 50" 50" 24" 50" ( ( .WIDTH .. Internal Cabin Dimensions (Passenger Version) (Sheet 1 of 2) . 24" 31 7/S" 49" 24 " .

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.. 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. 2.( ( 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. . WIDTH CMIDI OVERALL' 35 Sir' ( ( CREW DOORS WIDTH IBOTTOM' 317/8" 48" HEIGHT IFRONT.

PER sa. FLOOR LOADING 3D LBS. WEIGHT 280 LBS. CARGO POD WIDTH MEASUREMENTS ( ( ( ( STATIONS 100 ( / CARGO POD DOOR MARKINGS FWD. NO SHARP EDGES CTR. 2. fT. Height dimensions are approximate and measur. -.d at fuselage station shown from bottom of fuselage to inside floor. -. 164. ( NO SHARP EDGES ( 2685X1078 ( ( Figure 6-4. PE R SQ. ( ( ( MA><' FLOOR LOADING 30 LBS. WEiGHT 310 LBS. MAX. Width dimensions are approximate and measured at fus. COMPARTMENT MAX.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( CARGO POD HEIGHT MEASUREMENTS FORWARD DOOR ( ( ( ( 100 NOTES: 1.76 209. COMPARTMENT MAX . WEIGHT 230 LBS. MAX.lage station shown and on waterline 68. FT. Internal Pod Dimensions and Load Markings 6-24 1 April 1998 ( For Training Purposes Only .00 inside pod.81/2" ( ( ( .35 284 ( DOOR OPENING DIMENSIONS WIDTH HEiGHT (FRONT) HEIGHT (MID) HEIGHT (REAR) ( ( ( fORWARD DOOR MIDDLE DOOR AFT DOOR 27 112" 201/2" 301/2" . PER SQ." -. FLOOR LOADING 30 LBS. AfT COMPARTMENT MAX.---131/2" 14 1/2" 15 1/4. NO SHARP EDGES FT.

.G. see POH FOR EXCEPTIONS. .::::.6 166. ARM) 100 I ( ( 155.? __ __ __ __ ( ~ L~===..u-----=__ 208 ( STATION IC.( ( 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.G.. ( 75% FULL IVOLUME) LINE (TYPICAL) ( CABIN LEFT SIDE~=F:.see POH • NOTE: Left sidewall zone and maximum load markings same as on right sidewall. ARM) 308 I I 284 259 234 I 1B1.4 I I I lB1.:::::=:. • CHECK WEIGHT AND BALANCE - . SEE POH FOR EXCEPTIONS. Internal Cabin Load Markings (Cargomaster Only) 1 April 1998 6-25 For Training Purposes Only .J..:---:l:~::-:::::==:.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.CHECK WEIGHT AND BALANCE · LOAD MUST BE PROTECTED FROM SHIFTING .4 100 2685X1081 Figure 6-5. ( _____ .::=:_-::::-::. 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 ._______________"-.

2.i . '11 (WITH 6 QUICKRelEASE FASTENERS) ( ( ( ( CARGO BARRIER------<~ "it.. .. MAX LOAD BEHIND BARRIER 2900 LBS TOTAL ZONES FWD OF LAST LOADED ZONE MUST BE AT LEAST 75% FULL BY VQLUME.. Cargo Barrier/Nets and Load Markings 6-26 For Training Purposes Only 13 October 1999 . 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.. The cargo barrier and attached nets must be installed to provide forward crash load restraint .. SEE POH FOR EXCEfi'rIONS.CHECK WEIGHT AND BALANCE ( ( ( ( ( CARGO BARRIER (AFT SIDE) LOAD MARKINGS ( ( 26856020 Figure 6-6.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..SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ~~~~~----CABIN TOP STRUCTURE AT WING SPAR RIGHT SIDE N E T .

208. they must be used in conjunction with the cargo barrier. Each partition will withstand the forward and aft oper· ational loads applied during takeoff. EQUIPMENT LIST ( Uf+----SIDEWALL AND CEILING ANCHO. they cannot be considered as 8 replacement for the berrier.RGiO PARTITION NETS (TYPICAL) "lH}'II4----ADJUSTABLE BUCKLE ( ( ( ( ( ( ( ( ( ( ( ( QUICK-RELEASE FASTENER--1'1.234. Cargo loading that does not meet these raquiremenl6 must be secured to the cabin floor. Partition nets are available for installation at stations 181. 2..R PLATE (TYPICAL) ( ( ~" 'fYuili'O~"'--+/--OUICK-RELEASE FASTENER f'. _ • FLOOR . Use of the partitions will allow loading of the zones without tying down the cargo if tho load dansity is no more than 9 .5. ( 26856021 Figure 6-7.75 pounds per cubic foot and the zone is more than 75% full._---PARTITION REINFORCEMENT .. FLOOR-MOUNTED ANCHOR PLATE FORWARD~' OF RAISED CAR60 .:!J(.( ( CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCEI . flight and landing by any two (2) lones forward or aft of the partition.-O'. If partitions are used. 3.259 and 284. Since partitions are not designed to withstand crash loads. Cargo Partition Nets 1 April 1998 For Trllininl7 Pnrnoses Onlv 6-27 .---·CA. PARTITION REINFORCEMENT NOTES: 1..

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

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. The min imum number of tie-downs for this example would then be 4 (3+ 1. FOR EXAMPLE: ( ( ( ( ( . 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 . If passengers are carried aft 01 the cargo barrier/nets. When the cargo barrier/nets are installed.v.~ ( A 600·pound load which has a height d imension that is equal to or less than its length dimension. to utilize an even number of tiedowns). . are the determining factors in selecting the number of tie-downs needed. and whether passengers are carried aft of the cargo barrier/nets. the sum at their individual rated loads. 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 . The type of tledowns available.. if the cargo height is greater than its length. requires a minimum of six (6) tie·downs (3 forward and 3 alt). then the minimum number 01 tie-downs must be doubled. Regardless at whether the cargo barrier/nets are installed. minimum spacing for double-stud quick-release tie-down rings is 12 inches .~ I BAGGAGE FLOOR ANCHOR PLATE AFT PASSENGER SEAT TRACK 26856016 26192012 26191007 Figure 6-9. whether configured with or without a cargo barrier/nets. and the height and length of the load. minimum spacing for single-stud quick-release tiedown rings Is six inches. Refer to Cargo Load Restraint in this section for additional information. the number. • Tie-downs are required forward and aft of cargo load to prevent the toad from shifting. cargo must be secured per the requirements without the barrier/nels Installed.( ( ( 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 .

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

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 ( . ( 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. Maximum Cargo Sizes ( .( 6-32 For Training Purposes Only 1 April 1998 .

0 * it cargo or 8aggage area center of gravity in Zones 0 thru 6 .' . ZO:' 208 ~ ..~._------(~II "" 1.at locking pin at slation 145.pLAC~ When ca@ barrier is installed." I~...•_.. ' ". ~1-2S4 2...~-..". _co ~ o _lll 3 ~ ~ .. o '" w '" rZO -I~-l . . . S::roCJ) -. ""... NOTE: 1. ~ ..--..... (f)lll :::ra...>c. ' " ...-j "" )1 I rZ mC/) o ...~: I m ....g: ......0) can be used .G.... ..~.5 ** 296. . '" "E~t ~. CI)::l .1 "" .. ". ~ ~ = -r _0 i::l::l 5..8 * Pilot or front passenge< center of gravity on adjustable seats positioned for an average occupant with the ." --- ---- --.. .-.. ** 246.-~..X'" ...--- """" ~."' .~ :: J 1 ~------k "~~ (~I if II ~-.:-i-.. -. car9Q or baggage fuselage station. co~ CI)::l ::lCI)::l ~lll en'en • .:.~ \..-i-..--.... The forward face of the raised aft baggage floor (Station 284.0.g~----------"--------- --."".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 . ~... ..~ w::l _CO CI) CI) Cil <» CD :J ""U3@.-. <D _0) Q)I\) " STANDARD SEATING ARRANGEMENT C...5 " .liS a convenient reference point for determining the location of occupant.. -308 SEATING c::t: mOG) m :E L____ ~_____ I. -0 ~ ~ s::() Om oCJ) I\)~ to to -'" CD cO' c ... ". C"..3! 259 2~ ~ oj . 2 4 .4 181. CI) _.... . f® .. ~lll <() """E ** 194... Numbers in parentheses indicate forward and aft limits of occupant center of gravity range. '""'- ---- ~ """ """" -..... ARM 100 -u~ --f-------------- ~ ...I i 1-~.. . Commuter seats 4 and 5 or Utility seat! 3 and 4 must be removed.. 01 (f) co i roN' roNE ::t: · 155..

...9 -4---[(1)(~DJ * * 194.... 0 .0> I W . OPTIONAL SEATING ARRANGEMENTS SEATING POSITIONS AFT PASSENGER SEAT LOCATION CODE cO' t: " PILOT - CD o = COMMUTER SEAT ~UTlUTY PASSENGERS - <D CD THRU ® C.---~ CO~ ::l - ~5" < .::..x x xx o o 245.. 135.::::::::::.9 233.ACE SEATING ICOMMUTERI l@l@ ~ ~ 159.9 .G.5 --4+--.x x 175.2 :::: 217.5 1133..p...5 ~ ~ ~ ~ x x 191...5 - f-l@ lS] .G..5-..5-186. Pol I\) c/). -u -» ::r:CJ) ..5 220.f .G.5-Q 0 o ><0) 193.5-.---------I ~(") Z 2·PLACE SEATING Olm en en .51 166..5 .G.5-240.5· 146. .1. ~ * * 168.5 .51 * ~~ 135.146....5 x x o o r s: m I\) m a ** rn --\t--- 5 o CD * * 296. ARM 100 --.J.5 . ARM C. »** 2 2 1 ...4 271.f .0 .5 248.5 * 2.+ .146.1-------------- 100-- 1 0 0 .5 1133.--------.. ARM C.51 m (") r--------~ ~.6 m g: o I\) L ___________ J ** 296.... C.5-XX 223.+ . ARM x SEAT -'f> -U. _0 :::T9: m:::J mco 0'" _Pol CJ) Pol 169.- .. ~ * 135.5 ~~~6-l0 0J -l0 ®J '-.0 -~-\-- ~ IO-PLACE SEATING (UTILITYI .V 10000I. -m 3 Wt5 * * 246.0 Q 213..1133....4 .""' Pol ZONE 1 ~..5-- o XjoX Q 207.B .3 ..

~ ~-~ " : I ~ 1\)> o CD rZ mCJ) -I\) . ARM e . II ' . ::S"~' ~ ~!I . o * * Cargo or BIggilge area center of gravity in Zo.o 284 308 c I _-I "'OQo maG') m ~ 6 ___________ J 0> (]I CD (J') (j\ ~ W 8 c...(If~ -..-. Numbers in parentheses indieate forward and aft limits of occupant center of gravitY range...0 thru 6..0..-. lOa --I--------------t : I I I I . n ." '.5 ** Vl .5 Q CI til <I> <I> <D w <Do.-.. n_ STATION " II II If b...4 ** 194. .. m T .8 ** 221. --.-------------------..'---'--" .."'-::i~.0 ** 246.. . ..7 100 * * 168..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.> '" (j)0Z -l~c:n rZO -l»-I zr..--- ~ '"' "C » :!: STANDARD om oCJ) C· "'T1 s:a (X) to to SEATING ARRANGEMENT e.3? 136.-.G. _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. (133.. 4 NOTE: Ver1icaI lines marked on the cargo area sidewalls or the Io<ward face of the raiSed floor (Station 284.....0) can be used as a convenient reference point for determining the location of occupanl or "argo fuselage station.5.146.a m»m ~lJ)cn ..... <" = ~~ -~ 3 W'" <0 <D eo en I\) :J ." .6 208 234 259 284 ----=-308 ~ en . n ____ .. n " ' _ n _____ . --....~~.:I "'I -= = "'I :=: 5· cn r ::::To W<O ~a o'W :JCT <D~ <3 * 136.6 n. .' "'I <C -i Ei" JQ ::i" . ""'""'" ---.~ --- ~.. ~.. -- .. "'"" """ '"' ..:J oeo .4 181 .... m cp ~ '~l! ill' .---.J a·l Q ..... (J1 CJ) I . i I I ______ .. """""""""""" --.

4 --+-* Cargo area center of gravity in Zones A.35) can be used as a reference po int' for determining the location of cargo fuselage 5tation.C NOTE : Compartment bulkheads separating Zones A and B (Station 154.36 284 ( C.75 209.G.75) and Zones B ande (Station 209.+ . ARM ( ( 100---.6 --+--.. B and C ( ( ( ( ( ( * 182.G.B ( * 239.1 ._ _ ( * 132.~N' I ZON' ~A B I ( ( ( ( ( C I STATION (C. ARM) 100 154. ( ( ( ( ( ( ( 2685Xl079 Figure 6-13. Cargo Pod Loading Arrangements 6-36 For Training Purposes Only 1 April 1998 .SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( ( ( KDiDi~ ! I~O.

OF F-LOAD SEQUENCE LOAD C-j-LOAD B ~ 'I" -LOADA~\ CARGO POD NO TIE-DOWN REO~ NO TIE -DOWN REQD . Loading Tie-Down by Zone and Load (Off-Loading Sequence) 1 April 1998 6-37 . 26B5X10BO Figure 6-14.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.

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

2 72.2 .7 46.6 64.1 37.5 52.2 45.6 60.4 5.9 16.0 6.5 53_8 56.1 6.9 91.3 40.7 10.4 48.6 66.3 17.S 24.4 46.3 24.2 26.1 14.7 76.7 72.4 18.4 56_ 1 57.3 38.5 8.4 25.5 ARM=169.3 30.7 31 .2 62.0 27.5 54.9 ARM =217.1 23.7 27.9 84.6 70.8 8.1 40.0 43.4 39.7 54.0 20.2 39.3 36.4 2.0 52.6 45.5 67.2 41.0 24.5 88.B MOMENT/IOOO 1.7 80.5 58.2 22.1 28.5 33_9 35.9 3.2 -26.5 32. Weight And Moment Tables (Sheet 1 of 9) 1 April 1998 For Traininl! Purnoses Onlv 6-39 .5 52.7 74.8 63.1 23_ 8 25.4 22.4 40.5 14.7 34.9 37.5 29.32.4 6.2 18.9 50.5 81.9 0 CD CD ( 10 20 30 1.1 47.4 32.3 17.1 5.2 11 .8 31.6 7.4 39.5 74.9 64.5 10.2 28.0 16.3 .7 21.4 22.2 79.0 26.3 34.93.5 35.6 Figure 6-16.2 13.7 20.9 ARM =201.8 70.0 40.9 13.4 44.4 42.4 6.5 60.3 21.3 68.3 17.4 44.8 42.4 19.2 32.7 7.2 13_ 0 14.6 21.5 44.1 44.3 51.7 23.6 37.( CESSNA MODEL 208 (675 SHP) ( SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST ( CREW AND PASSENGERS (COMMUTER SEATING) ( ( ( r-'- PILOT/ AFT PASSENGER SEATS FRONT PASS.2 4.3 34.3 37.l 30.9 16.7 2B.7 37.8 42.4 25.4 46.4 48.9 47.2 86.1 15.8 44~ 6 2.9 30_6 32.1 58.8 49.4 43.2 28.5 46.5 10.3 30.2 20.7 78.5 2.0 4.1 52.6 19.8 77.7 18_6 20.1 12.1 9.8 54.7 14.1 51 .7 5.5 50.1 16.8 2.3 54.8 50.0 9.6 62.8 59.1 B.9 13.9 ARM=233.8 12.0 10.2 1. WEIGHT SEATSCDANOC!) 0A ND (DANDCD (!)AND@ (POUNDS) ARM=135.2 36.9 29.1 51.4 11.7 35.6 66.4 9.6 42.6 15.7 3.0 18.5 61.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 68.9 39.0 39.3 11.5 27.5 56.3 4.9 ARM=185.7 4.6 49.0 35.1 28.8 47.9 42.6 33.2 24.2 65.

9 66.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( CREW AND PASSENGERS (UTILITY SEATING) ( PilOT! AFT PASSENGER SEATS FRONT PASS. Weight And Moment Tables (Sheet 2 of 9) ( ( .9' 35.5 14.9 7.8 93.1 58.4 50.8 32.6 53.3 29.8 36.3 25.5 58.B 12.6 18.2 54.6 67.8 31.9 12.5 10.1 46.4 19.0 11.5 ARM =245. ( Figure 6-16.8 67.3 64.6 44.2 13.6 ARM~248.5 (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 1.5 33.2 25.1 68.9 39.6 54.9 51.3 45.6 28.3 62.3 15.3 40.0 84.9 17.2 15.7 71.3 40.0 26.4 2 .6 42.9 34.6 37.0 7.5 82.6 83.4 81.6 19.6 48.4 9 .0 16.5 17.3 14.9 63.3 21.4 14.4 B.6 42.7 52. @ WEIGHT SEATSCDAN00 0AN00 0ANO® Q)ANOCD ARM~166.3 39.0 36.5 75.2 32.0 77.5 61.3 20.8 .3 5.3 59.1 28.4 48.6 81.6 72.4 96.3 48:5 50.7 96.7 23.2 49.4 17:6 19.9 65.4 19.3 59.3 41 .5 ARM~135.5 52.5 87.7 47..5 4.5 31.2 36.3 17.6 73.1 64.3 34.9 55.4 70.4 36.B 11.3 68.1 51.7 71.6 15.7 9.1 9.6 72.8 50.5 29.2 2.5 5.9 61.5 39.8 39.6 33.8 66.1 76.6 48.7 69.0 79.2 1.4 90.6 23.0 88.9 56.7 4.1 5.4 24.4 25.9 99. 6-40 For Training Purposes Only 1 April 1998 .9 66.7 11. 2.2 73.9 22.9 34.0 43.7 57.2 64.1 29.2 56.1 69.3 23.0 20.0 1.8 37.3 49.9 5.0 31.1 24.5 28.6 ARM =220.0 24.8 54.5 27.7 63.3 37.0 29.0 60.0 6.9 16.0 13.2 19.0 21.5 46.2 79.3 30.7 17.7 8.7 44.3 21.3 26.6 43.2 27.4 6.8 27.8 86.6 49.7 27.4 44:7 46.5 77.8 8.5 85.7 52.3 54.5 ARM~193.3 35.2 59.3 10.2 44.5 9.9 3.0 24.0 83.8 42.4 2.5 91.1 47.0 66.9 94.6 76.6 62.8 75.0 89.9 33:1 35.2 46.2 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( .2 4.0 32.9 86.7 30.6 58.6 63.5 77.4 41.4 63.7 13.7 3.7 41.0 61.4 .0 46.1 74.6 38.1 57.8 22.3 ' 95.1 51.6 13.6 22.8 7.? 40. 38.6 8.9 61.9 44.8 12.0 31.

4 308.8 Figure 6-16.5 314.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST FUEL (JET A.7 154. 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 .2 105.0 68.2 402.3 175 180 185 190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 265 270 275 280 285 290 295 300 305 310 315 .6 369.1 136. JET B.9 130.0 339.3 18.4 111 .5 148.6 271 .7 320.3 179.2 253. JP-l AND JP-8 WITH DENSITY OF 6.1005 1038 1072 1105 1139 MOMENT/lOOO ARM VARIES 6.7 375.1 400.8 31 .1 210.5 222.7 LBS.320 325 327 330 332 333.9 284.6 24.lGAL.8 93.9 (' 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 117.8 198.8 381.8 161.0 204.3 259.3 302. 234.4 357.1 247.3 408.6 55.5 185.6 228.3 142.2 173.0 394.2 296.8 .2 43.0 167.7 191.1 345.2 74.9 388.5 363.3 406. Weight And Moment Tables (Sheet 3 of 9) 1 April 1998 6-41 For Training Purposes Only .B 123.0 37 .8 277.5 265.4 80.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 216.6 86.0 290. AT 60°F) ( GALLONS WEIGHT (POUNDS) 33 .9 241 .2 351.1 12.8 62.8 32B.4 49. JET A-l.0 99.

2 126.S ( ( ( ( ( ( ( Figure 6-16.0 221 . \ ( ( ( ( 396.0 18.6 269.0 WEIGHT GALLONS (POUNDS) 176 180 18.2 390.5 287.1 42.4 382.2 166.2 78.1 54.2 168.1 36.7 263.0 30.9 12.2 60.2 84.2 114. 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 .7 358.5 376. Weight And Moment Tables (Sheet 4 of 9) ( 1 April 1998 For Training Purposes Only .0 334.9 239.2 317.8 352. 390 423 455 488 520 553 585 618 650 683 715 .2 162.2 102.9 346.1 180.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( FUEL (JP-4 WITH DENSITY OF 6.5 190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 265 270 275 280 285 290 295 300 306 310 315 320 325 327 330 332 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 96.2 90.6 275.1 ( ( ( ( ( ( ( ( ( ( ( .1 198.2 144.1 18S.S 370.2 138.S 364.1 192.4 293.1 323.5 LBS.0 216.0 24.2 108.2 174.2 120.3 311.1 329.2 150.9 233.2 72.9 340.4 299. 748 780 813 846 878 910 943 975 1008 1040 1073 1105 MOMENT/1000 ARM VARIES 5.2 66.1 48.5 281.lGAl.9 22i.3 388.3 305.8 251 .7 257.1 394.8 245.1 204.2 132.

7 107.9 182.4 244.\.8 44. 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 6.8 369.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST FUEL (JP-5WITH DENSITY OF 6.8 282..1 50.9 207.3 414. Weight And Moment Tables (Sheet 5 of 9) 1 April 1998 For Trainln£!: Purposes Only 6-43 . 200.5 81 .8 338.9.6 393.3 294.4 37.9 ( " '.7 306.6 362.6 331 .4 194.4 56.4 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 21.8 400.1 263.7 250.0 375.4 169.9 313.4 387.6 62.2 213.0 288.2 40B.5 125.9 69:2 75.2 188.6 150.8 LBS.0 406.1 319.1 163.9 157.4 356.4 269.9 232.:" \c.8 25.7 175.0 344.1 31.2 119.5 18.0 113.4 100.4 325.8 88.5 300.7 225.9 257. 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 6-16.2 381.1 94.4 412.2 12.8 132.3 144.1 138.lGAL.7.2 238.2 350.6 275.

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 .4 50.3 281 .9 358.7 298.5 342.9 105.6 331 .2 303.3 38.0 55.5 61.3 171.0 347.6 22.9 44.8 287.3 269.6 144.5 352.8 366.9 21Cl.1 325.1 16.3 292.1 175 180 185 190 195 200 205 210 215 220 225 230 236 240 245 250 255 260 265 270 275 280 285 290 295 300 305 310 315 320 325 326 330 332 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( { ( ( ( Figure 6-16. Weight And Moment Tables (Sheet 6 of 9) ( ( ( 6-44 For Training Purposes Only 1 April 1998 .8 94.6 72.SECTION 6 WEIGHT & BALANCE! EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) ( ( ( FUEL (AVIATION GASOLINE WITH DENSITY OF 6.4 237.3 270.590 1620 1650 1680 1710 1740 1770 1800 1830 1860 1890 1920 1950 1957 1980 1992 MOMENT/1000 ARM VARIES 193.8 188.1 136.6 133.2 314.5 111.0 LBS.3 GALLONS WEIGHT (POUNDS! 1050 1080 1110 1140 1170 1200 1230 1260 1290 1320 1350 1380 1410 1440 .4 99.1 336.8 265.4 215.2 27.5 122.lGAL.3 204.7 166.1 66.8 199.8 276.6 363.1 127.4 248.7 155.5 11.2 77.9 254.2 160.7 309. 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 83. 1470 1500 1530 1560 1.9 221.3 88.3 182.4 226. 5.2 149.8 177.0 116.6 320.9 243.7 33.9 232.4 359.

9 28.6 30.8 13.4 48. Weight And Moment Tables (Sheet 7 of 9) \ 1 April 1998 6-45 For Training rllrposesOnly .7 19.3 13.7 11.9 38.8 46.6 10.7 30.0 16.3 26.B 42.7 103.9 106.9 23.B B.7 13.0 76.3 110.7 15.4 69.4 17.3 58.9 42.0 44.9 33.6 52.B B2.9 12.8 19.1 35.0 70.6 15.0 39.4 101.1 6.3 39.1 108.1 66.0 27.4 74.6 8.2 16.1 20.4 5.9 44.2 53.1 77.7 3.4 42.8 34.0 38.4 ZONE 2 ARM=194.0 33:7 35.6 93.6 25.2 68.2 31 .0 55.6 54.0 65.7 72.2 4.4 23.5 56.7 50. 43.1 46.2 21 .6 39.3 57.6 92.5 20.5 28.5 97.1 24.2 48.7 ZONE 1 ARM = 16B.8 84.7 30.9 64.3 32.3 79.8 83.5 59.7 40.5 84.5 47.4 43.5 19.9 60.5 17.3 66.7 8.2 99.8 45.0 97.0 13.5 47.8 4B.0 42.4 6.8 53.8 1.0 86.9 3.6 91 .5 5B.7 B9.7 61.1 .5 36.6 50.0 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.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST BAGGAGE/CARGO (CABIN LOCATIONS) ZONE 0 ARM = 136.5 95.1 75.1 31 .0 40.9 22.1 72.1 35.3 6R5 70. 37.3 27.9 79.3 2B.8 77.8 11.7 72.9 23.2 88.4 25.4 10.3 64.8 lB.8 57.6 62.4 2.3 29.2 35.2 1.1 5.5 21..0 77.7 45.5 ( { ~ .4 37.2 33.1 74.B 7.9 81 .7 67.6 21 .9 5.2 9.4 32.8 50.1 11 .6 26.4 2.8 ZONE 3 ARM = 221.8 B5.B 9.2 46.7 B7.6 81 .7 4.4 37.4 60.5 52.3 64.9 75.B 95.1 80.5 6. Figure 6-16.3 26.5 15.6 17.5 79.2 24.3 15.4 90.9 66.2 70.4 62.6 41 .

6 3.9 44.7 6.6 54.7 62.2 24.0 59.6 27.8 54.3 14.1 10.5 4.9 70.4 78.6 73. The addition of plYwood flooring IS recommended to distribute concentrated load on seat tracks and .3 66.7 59.2 86.9 8.1 68.SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) BAGGAGE/CARGO (CABIN LOCATIONS) ZONE 4 ARM=246.9 11.2 ( Moment and weight limits shown for Zones o thru 6 are recommendations only.5 ZONE 6 ARM =296.6 32.2 6.9 85.3 95.3 51.9 2.3 88.4 44.2 62.9 12.6 64.0 77.0 39.9 13.0 ( 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 2.4 41.8 20.4 27.1 66.9 82.4 47.3 38.7 22.5 ZONE 5 ARM =271.7 43. floor structure.5 106.8 17.1 29.3 76.4 84. Weight And Moment Tables '(Sheet 8 of 9) / 6-46 For Training Purposes Only 1 April 1998 .0 40.4 9.0 108.0 21 .6 29.2 65.5 41.6 69.4 50.9 7.2 48.5 73.1 98.9 32.7 81 .2 89.1 71.8 94.7 24.5 37.9 80.7 91 .5 103.7 26.0 78. maximum loadlncf is limite by floor loading 1200 Ibs.2 61. and loaded airplane C.6 101.2 93.0 74.7.1 103.0 5. ( Figure 6-16.2 105.7 23.3 19.2 69.' ( ( ( ( \.3 67.9 76.2 56.9 51 .8 49.4 8.G.7 96.3 19.7 100.4 66.4 46.6 92.0 34.1 29.7 96.6 35.8 14.8 91.9 108.3 B3.4 46.6 32.B 86.0 97.1 Bl .6 16.! sq.8 88.9 88. ft.5 38.6 35.8 17.0 71 .0 79.3 63.5 110.

5 19.1 13.9 13.7 18 .3 6 .0 29.9 47.8 27.0 24.9 71 .6 59.5 50.2 6.2 26.1 54.0 12.9 35.5 29.1 4.0 45.9 41 .9 ZONEC ARM=239.9 23.3 31.4 41 .2 22.1 MOMENT/1000 25 50 75 100 125 150 175 200 225 250 275 300 325 3.8 33.6 9.0 18.) Figure 6-16.4 ZONE B AAM = 182.CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST BAGGAGE/CARGO (CARGO POD LOCATIONS) ZONE A ARM = 132.9 59.6 WEIGHT (LBS.9 65.2 16.6 9. Weight And Moment Tables (Sheet 9 of 9) 1 April 1998 For Traininl! Purooses Onlv 6-47 .9 36.9 53 .

.. .. ... .. . . Zone:CJISta.5) . 284 to 308) ... .. . ...75 to 209.. 209. . Zone 5 (Sta. . . .. . Waight /1000) 11000) (Ibs... .weight and moment of fuel being used. lBl :5 to 208) ..... ..6 ( ( BOOO 11. ... 9.... Pilot.. . . 245. Zone 1 ISta. . . ... . . . .9) ..) 4:'65 . . .. . . 10. .... Fuel allowance for engine start.. . . . . . TAKEOFF WEIGHT AND MOMENT (Subtract Step 9 from Step 8) .. .3 64..... ... Zone 6 (Sta. . . . .... .• . 118 to 155.lSeat 1) (Sta. . .5) . Seats 5 and 6 ISta. ..5) . .. .. . 4. ..6) on the Center of Gravity Moment Envelope. 7... .. . . ..... .. '..... . . Cargo (Cargo Pod Locations): Zone A ISla.... . .. 234 to 259) .. . . ... . Saats 9 and 10 (Sta. .. . .. . . . .. .. . 8035 -35 1459.5) . . .. and runup ... Zone 2 (Sta. . Seat 9 ISta. 3.5) .9) ..5 to 146. . .. . ...6 190 38n 17 340 300 7 . 233. .... ... Ilb. . .) YOUR AIRPLANE Moment Moment (lb. .. . .2 . . 248.. . 100 to 154.. Do not combine Commuter seating and Utility sealing .... ..... . .. . ... . Includes unusable fuel and full oil) . . Refer to Loading Arrangemenls Diag ram for aft passenger seating arrangements..8 B...... .. 154... . . .. ..4) .. . 193. . 217. . Basic Empty Weight (USB the data pertaining to your airplane as it is presently equipped. . ...... . .. 6.... .. .. .. .. .4 to 181.. ... . RAMP WEIGHT AND MOMENT .. .. ..35 to 284) . . . .6 37. . .. Locate this point (8000 at 1452. . ... Front Passenger ISaal 2) ISta. '. . 85.133.. . . . 259 to 284) .. .. . . 2"Usable Fuel 1332 Gal.. .. . ....... . ..9) .. . . Maximum) . Zone 4 (Sta..... . . . .. .... 0 70 ..4 1452.. .. Seat 10 (Sta.. .. 208 10 234) ... ..* * Refer to Weight and Moment Tables for .. .. .. 5. .. ...35) . ... . 133. • .9) . .-in.... . .. .. ..•• . 201 . . . .... . . . ........ ......0 -6.. . . . . Seats 4 and 5 ISta. .... Seats 7 and 8 ISta. ( ( ( ( Figure 6-17....... .. .. . .. .. . ..9) . . ( .. .... .OC 35.5) .SECTION 6 WEIGHT & BALANCE/ EQUIPMENT LIST CESSNA MODEL 208 (675 SHP) SAMPLE LOADING PROBLEM 1. 166. the loading is acceptable.. Zone 3 ISta. 220. . . ..........5 to 146. . :. . ..-in.. Sample Loading Problem (Sheet 1 of 2) ( 6-48 For Training Purposes Only 1 April 1998 .. . SAMPLE AIRPLANE Weight IIbs. . ... . . .. ..... . . . Baggage/Cargo: Zone 0 ISta. . Seat 6 (Sta.. ~ ( ( 300 88... .75) . 155. ... . .0 68...... laxi. H Aft Passengers (Utility Seating): Seats 3 and 4 ISta...... . . "Aft Passengers ICommuler Seating): Seat 3 ISla. 169..... . ..5) . .5) . Zone B (Sta... . .. .. . Seats 7 and 8 ISta. and since this point falls wilhin the envelope.. .... . .

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

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

(.11 500 -I 1 1 165 170 175 185 AIRPLANE C.G. 0.. 2685Xl085 Figure 6-19.\ I~ 3500 en o Z 7000 6500 6000 5500 I IeCODE TAKEOFF AND LANDING ."1- t. Center of Gravity Limits 1 April 1998 For Trainine Purposes Only 6-51/6-52 . determination has been obtained for that loading.INCHES AFT OF DATUM (STA.0) 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.MILLIMETERS AFT OF DATUM (STA.: 180 c·1 .CESSNA MODEL 208 (675 SHP) SECTION 6 WEIGHT & BALANCEI EQUIPMENT LIST AIRPLANE C.G.G.. Eth±e~cE':IG3't:E:i. LOCATION .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. LOCATION . 0.TAKEOFF ONLY II 3250 3000 2750 2500 2250 E: I- o :J :t " s: jjj w z Co..:1 an accurate C. ~ 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 2000 7 50 1-1.:.

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

.... Pilot's And Front Passenger's Seats .. .. ... .... . .......... ..... ... .. . ..... . .. ... .. ... ... Control Locks .. . ..... . .. . ... Annunciator Panel . .. ... . Right Flight Instrument Panel . ......... . . . . ...... ... . .. ..... Instrument Panel ..........( ( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( SECTION 7 AIRPLANE & SYSTEMS DESCRIPTIONS TABLE OF CONTENTS . .... . . .. Seats ........ . ....... . ..... Passengers' Seats (Collapsible) . Landing Gear System . .. . ..... ..... ... . Cabin Windows ...... .. ... .. ...... .. .. . .... .. . .. ... . .... . ... ... . ...... ... .. .... .. . .. ...... . . .. Trim Systems ... .... ....... .... Wing Flap System . ... ...... 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 ... .. ........ . . ..... Cabin Entry Doors ... . .... . .... .. ... ... .. . .............. .... Passengers' Seats (Commuter) . . ... ............ . . . .... .. ....." Airframe .. " Flight Controls .. .... ... . Ground Control .... ... .... . .. ........ .. ..... .... . Headrests . . . .. Introduction . ... ...... ....... .. Seat Belts. ........ .. . . Left Sidewall Switch and Circuit Breaker Panel ... . .... . And Shoulder Harnesses ......... Strap... .. .. .. . .. . . ... . .. . ... ..... ... ...... Seat Belts And Shoulder Harnesses ..... . .. .. . . . Baggage/Cargo Compartment ... ..... ... ......... .... .... ...... .............. • ... . .. .. . ......... ... ... . . .... Passenger Entry Door . .. . ... .. ....... . .. Crew Entry Doors .... .. . Cargo Doors .. ....... .. .... ..... ....... .. .......... .... . ............ .. ... ..

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

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

. Vacuum-Low Warning Annunciator . .... .. .. .. ... . . .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.. . . ...... ... . .. ... . .. . . . . .. Oxygen System . . .. Directional Indicator . .... . Bleed Air Heat Switch Temperature Selector Knob .. 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 .. . .. . .... .. ..... . .. ...... Avionics Support Equipment .. ... . . . ... .... .. .... Vacuum System And Instruments Attitude Indicator . . . . . .. .. . . Defrost/Forward Cabin Push-Pull Control . ... ... . .. . . . . . . . .. . .. . . .. ... . . . . Cabin Heating.. .. Ventilating Outlets . . .. . ... ... . . .... . ...... . ... ... . ... . ..... . Right Flight Instrument Panel Pitot-Static System Airspeedlndicator(s) . ... . ... ... . . .. . Aft/Forward Cabin Push-Pull Control . .... . ... . . . ... .. .. . . . ... .. . .. ... . . . .. . ... . .. Stall Warning System ... . . ... . .. . . Static Dischargers ...... .. . . .. . .. .. .. ... Cabin Heat Firewall Shutoff Knob . . .... No Smoking/Seat Belt Sign . . . ... . . ... ... ... . ... .. . . ... Microphone-Headset Installations .. .. ... . . .. .. Pitot-Static System And Instruments .. . ... .. .. .. . . . ..... . .. . . . ... ... . .. . . . .. .... . . . . .. .... . .. . . .... . . . .... . . .. Outside Air Temperature (OAT) Gage . . . . . . .. . . J . . . . ...... Vertical Speed Indicator(s) .... . . . • ... . . .. . .... . . . . . . . .. . . . . . .... . .. . .. Mixing Air Push-Pull Control . Passenger Reading Lights ... ..... .. . ... .... .. . . Suction Gage . . . .... ....... .. . ... .. ..... . ........ . ... ... ... . .. .ng Controls . .... ..... Instrument Panel Vent Knobs ..... . ..... . . . .... .. .. .. .. .. . Vent Air Control Knobs . . ...... . ..... .... Cabin Lights . . .... .. ...... . . ... . . ... . . .... .. . . . . .. ... Engine Instruments/Radio Lighting Control Knobs Control Wheel Maplight . .. . . . . . ... .. Altimeter(s) . . .. . . . . . . .. . .. Ventilating And Defrosting System ... . ..... .. Avionics Cooling Fan .

........ ....... .. ... Engine Inlet Covers and Propeller Anchor ...... .... ...... .. . Sun Visors . . . .. ..Crew Entry Step Assemblies ....... ... Pnrnoli:pli: Onlv 7-5/7-6 . ....... ... Cargo Partitions .. .. ...... . ...... . .... .................. Miscellaneous Equipment ...... ..... ..... ... . 7-101 7-101 7-102 7 -102 7-102 7-103 7-103 7-103 ( ( ( ( ( ( ( ( ( ( ( ( ( ( 1 April 1998 1<'0 . .. . Refueling Ladder ... ... ....... .... .... .... .. .. Map And Storage Compartments . . ........... . ....n . Beverage Cup Holders ... ..... .... .. ............ .... " .... . Oil Quick-Drain Valve . .. Hoisting.. . Rings ...... . .. Train..... ....... Cargo Barrier/Nets ........ . . ................ ...... . .............. ........... .... . ..... ... ... .. Cargo Door Restraining Net .. ....... Cargo Pod ... . ..... . ... Cargo/Airplane Tie-Down Equipment .. . ... ... ...... ... .... ... ...... ....... .. .. Relief Tube ...( ( ( 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 ........ ... ... .. .... Cabin Fire Extinguisher . ..... .. . ..

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

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

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

Details of this system are presented in Section 9. 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. ( ( ( ( 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. spoilers and elevator and rudder/brake pedals for the rudder. TRIM SYSTEMS ( . "'-". 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. rotating it to the left (counterclockwise) will trim left wing down. and rudder trim systems are provided (see Figure 7-1). The spoilers are interconnected with the aileron system through a push-rod mounted to an arm on the aileron bellcrank. \ ( ( ( ( Manually-operated aileron. Supplements. The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons. elevator. 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 it to the left will trim nose-left. The wing spOilers improve lateral control of the airplane at low speeds by disrupting lift over the appropriate flap. 13 October 1999 For Training Purposes Only 7-9 .) conversely. aft rotation will trim nose-up. Rotating the trim knob to the right (clockwise) will trim right wing down.. elevator and rudder control surfaces and a pair of spoilers mounted above the outboard ends of the flaps. conversely. .( 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. conversely. Rotating the trim wheel to the right will trim nose-right.. Aileron servo tabs provide reduced maneuvering control wheel forces." . Forward rotation of the control wheel will trim nose-down. Fences on ailerons enhance lateral stability. The airplane may also be equipped with an electric elevator trim system.

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

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

The gyros are located immediately in ·ront of the f pilot. volVammeter selector switch. The airspeed indicator and altimeter are located to the left and right of the gyros . The lower left side of the instrument panel contains a switch panel which has many of the switches necessary to operate the airplane systems. The remainder of the flight instruments are located around the basic "T". altitude alerter (if installed). left fresh air vent outlet. Immediately to the left of the flight instruments are the clock. suction gauge. propeller anti-ice ammeter (if installed). annunciator panel day-night switch.respectively. and microphone and headset jacks. and the fire detector test switch. propeller overspeed governor test switch. 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. annunciator panel test switch. Below the flight instrument panel are the lighting switch panel and the parking brake.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. and arranged vertically. Located directly above the flight instrument panel are the annunciator panel. volVammeter. 7-12 For Training Purposes Only 1 April 1998 .

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

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

Transponder 22. 40.'l6 RPM Indicator 19. . 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. 45.' . \ (~' /""~"::'\. Autopilot Control Unit 24. 43. Fuel Flow Indicator 23. 41 . 48. PHot's Flight Instrument Group 10. CD CD CO ~ . 4. NAV/COM Radios 20. 32. 51 . Instrument Panel Ventilating Outlet 61.. Annunciator Panel 11.~~~~~~~ ~~~~~ ~~~~~~~~~~ . Torque Indicator 13. . Weather Radar 28.rJQ ~ 'C -= .3! -< en --i ~ en m en» 0en'"OCf) 58. 47. N. Left Fuel Quantity Indicator 25. 50. ADF Bearing Indicator (No. Right Fuel Quantity Indicator 27. instrument Panel Ventilating Outlet 35. 7. 55. Altitude Alerter Propeller Anti-ice Ammeter Suction Gage 31. . OilPressure Gage/Oil Temperature Gage 21.... 39...... HF Radio 26.. ~.~ . Right Control Wheel Location cabin Heat Switch and Control Panel Rudder lock Control Handle Wing Aap Selector lever and Position Indicator ProPeller Control lever . " 14. Magnetic£ompass 16. 56. 57. Instrument Panel Ventilating Control 62.. 49. 37. Fuel Totalizer 29. Overspeed Governor Test Switch arm :n»a _Z--i OZZ ZO--. Marker Beacon Indiccitor Lights and Switchesl Audio Control Panel 18. 44. ITT Indicator 17. Map Compartment 36.. Volt/Amineter 59. ADF Radios 30. 5. DME.. PropeUer aPM Indicator 15.J U1 OJ o en :r: . Instrument Panel Ventilating Control oen men rZ Clock 34. = '" '" o tD o = -< U1 -:-' .· 6. ~() }> -0 ~ 1. Radio Dial.J ~»O -om_ ... 54. Right R ight Instrument Group 3. Fright Hour Recorder Right Auxilairy Mic and Phone Jacks Om 33 . 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 --. Autopilot Roll Trim Indicator and Autopilot Annunciators 9. 2) 12. 42.. Course Deviation Indicator (No. 53. 46. Airplane Registration Number Additional Instrument Space Fire Detection Test and Annunciator Panel Function Switches 8. 21 andADF Bearing Indicator (No. 52... 2. Pilot's Auxiliary Mic and Phone Jacks m:D 60. 1\)> 38.

An illuminated amber lamp indicates that a cautionary condition exists which mayor may not require immediate corrective action. I NOTE Some annunciator lights shown in Figure 7-4 are optional. a red lamp illuminates. the LAMP TEST switch illuminates all lamps on the annunciator panel and activates both of the fuel selector . When a hazardous condition exists requiring immediate corrective action. Two annunciator panel function switches. This variable intensity is controlled by the ENG INST lighting ~heostat. 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). pull the light assembly out slightly and push back in. located on a separate panel mounted on the left cabin sidewall \. are located to the left of the panel. labeled LAMP ' TEST and DAY/NIGHT. ANNUNCIATOR PANEL The annunciator panel (see Figure. 7-16 For Training Purposes Only Revision 6 .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 . amber or red 'when a specific condition occurs in the associated airplane system . Switches and controls on this panel are illustrated in Figure 7-3. off warning horns. To reactivate the annunciator. adjacent to the pilot. 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'. The panel contains separate indicator lamps which illuminate green. 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. A green colored lamp is illuminated to indicate a normal or safe condition in the system. When activated. 7-4) is located at the top edge of the instrument panel directly in front of the pilot.

I I 'hi ..1CI _ un . ..~ EXTERNAL POWER SWITCH ( ( AVIONICS POWER SWITCH/ BREAKER (2) 0 1 BATTERY SWITCH ( ( r- :!: . =~~ ~~L _ 'IL nil' lLU' III ( I': II !::-' _ "':--l ~e~~~~~0)~@5.....Ul I o FUEL BOOST SWITCH run m u" Jill _ WI' . Typical Left Sidewall Switch and Circuit Breaker Panel 1 April 1998 For Traininl! Purooses Onlv 7-17 .n "Tft "'I·ItI . I I I''''' I 1m I M'~'::II I I II .n.l In "'At ~~ Hl~~' =1.: i::i ::i _ '.. 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.. ( I GENERAL CIRCUIT BREAKERS BUS 1 I ~@~~~~~~~~ ~~(@G~~~~~0il-41--1-~ GENERAL CIRCUIT BREAKERS BUS2 ( ( ( ( ( ( ( ( I . 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.tt.

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

Indicates electrical power is not available from the standby alternator.Indicates electrical power is being supplied to the engine ignition system. . AUXILIARY FUEL PUMP ON (AMBER) .Indicates the electrolyte temperature in the optional Ni Cad battery is critically high. FUEL SELECT OFF (RED) . DOOR WARNING (RED) . 15.Indicates the standby alternator is supplying electrical power to the bus. STANDBY ELECTRICAL POWER INOPERATIVE (AMBER) . windshield anti-ice power relay. 18. NOT USED. STANDBY ELECTRICAL POWER ON (AMBER) . BATTERY OVERHEAT (RED) . Annunciator Panel (Sheet 2 of 2) 9. DE-ICE PRESSURE (GREEN) . 23. Figure 7-4.Indicates that metal chips have been detected in either the reduction gearbox case.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( RIGHT FUEL LOW (AMBER) .Indicates fuel quantity in the right fuel tank is 25 gallons or less.Indicates fuel pressure in the fuel manifold assembly is below 4. 21.75 psi. 24. IGNITION ON (GREEN) . 11.Indicates one or both fuel tank selectors are off.Indicates the upper cargo door and/or upper aft passenger doors (Standard 208 only) are not latched. 17.Indicates electrical power is being supplied to the. or accessory gearbox case. 19. BATTERY HOT (AMBER) . 13. NOT USED.Indicates pressure in the de-ice boot system has reached approximately 15 psig. 12. WINDSHIELD· ANTI-ICE · (GREEN) . 14. CHIP DETECTOR (AMBER) . FUEL PRESSURE LOW (AMBER) . ( ( 29 September 1998 For Training Purposes Only 7-19 .Indicates the auxiliary fuel pump is operating. 10. 16. STARTER ENERGIZED (AMBER) . 20. 22.Indicates the electrolyte temperature in the optional Ni Cad battery is excessively high.Indicates the startergenerator is operating in the starter mode.

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

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

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

switch guards should be resafetied to the closed position by maintenance personnel when maintenance action is accomplished. breaking safety wire and actuate the standby flap motor up/down switch momentarily to UP or DOWN. The standby flap motor up/down switch has UP. Observe the flap position indicator to obtain the pesired flap position. then. an interconnecting springsteel tube between the two main landing gear struts. 7-23 . ( LANDING GEAR SYSTEM The landing gear is of the tricycle type with a steerable nose wheel and two main wheels. The standby flap system is protected by a "pull-off" type circuit breaker. Shock absorption is provided by the tubular spring-steel main landing gear struts. Since the standby flap system does not have limit switches.desired. I To operate the flaps with the standby system. lift the guard. located on the left sidewall switch and circuit breaker panel. the STBY position is used to disable the dynamic braking of the primary flap motor when the standby flap motor system is operated. center off and ' DOWN positions. labeled STBY FLAP MOTOR. After actuation of the standby flap motor system. and in other conditions. and the nose gear oil-filled shock strut and spring-steel drag link.( 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. as . 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. The switch is guarded in the center off position. 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. lift the guard breaking safety wire. ( 7 September 2001 For Training Purposes Only . The guarded NORM position of the switch permits operation of the flaps using the control pedestal mounted selecto'r. and place the standby flap motor switch in STBY position. To improve operation from unpaved runways.

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

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

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

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

in the event of ' a sudden deceleration. 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. The right half of the seat belt contains the buckle. the reel will lock automatically to protect the occupant. in the event of a sudden deceleration. which is the connection point for the left belt half. Both halves of the seat belt have adjusters with narrow straps to enable the belt halves to be lengthened prior to fastening. the inertia reel allows complete freedom of upper body movement. . crotch strap and harnesses are fitted with links which insert into the buckle. During flight operations. however. the reel jwililock automatically to protect the occupant. position each strap of the shoulder harness .MODEL 208 (675 SHP) SEAT BELTS. however.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA . The left belt. and an inertia reel equipped double-strap shoulder harness in a single assembly. t. 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 . 7-28 \ For Training Purposes Only 1 April 1998 . crotch strap and harnesses. a crotch strap. ( over the shoulders and insert their links into the upper slots in the buckle. the other hand. A WARNING Failure to properly utilize seat belts and shoulder harnesses could result in SERIOUS or FATAL injury in the event of an accident. Insert the left belt link into the left slot of the buckle. the inertia reel allows complete freedom of upper body movement. 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. Finally. ( To use the restraint system. 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. ( Bring the crotch strap upward and insert its link into the bottom slot in the buckle.

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

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

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

lock the handle in the horizontal position by use of the key in the outside key lock. 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. the outside door handle can be rotated clockwise to the horizontal (latched) position. 7-32 For Training Purposes Only 1 April 1998 . If desired when leaving the airplane parked.located on the · upper . a pushbutton exterior emergency door release. As the door nears the closed position. and.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. Depressing the pushbutton releases the interior door handle lock and allows the exterior door handle to function normally to open the door. Once engaged. The exterior pushbutton-type lock release. CARGO DOORS A two-piece cargo door is installed on the left side of the airplane just aft of the wing trailing edge. grasp the edge of the door and push inward firmly to assure engagement of the latching pawls. on the Passenger version only. door section just forward of the exterior door handle.. When opened. The upper section of the cargo door incorporates a conventional exterior door handle with a separate key-operated lock.Iocked position. 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 . Latch the lower door section by rotating the inside handle' forward and down to the CLOSE position . snap the upper door interior handle into its locking receptacle (unless cargo obstructs access to the door) . After entering the airplane. grasp the pull strap on' the upper door section and pull down. After the lower door section is secured. 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 . The cargo door is divided into an upper and a lower section. and an interior door handle which snaps into a locking receptacle.

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

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

The foul weather window may be opened for ground ventilation and additional viewing by utilizing the twist latch which is integral to the window. Snap the handle into its locking receptacle. the interior door handle can be rotated clockwise to the horizontal position. lower door section is secured. The Cargo version has two cabin side windows. and one window in the upper section of the passenger entry door. ( ( ( ( ( ( ( ( ( ( ( ( ( ( 7 September 2001 For Trainin!! Purposes Only 7-35 . As the door nears the closed position. The Passenger version has twelve cabin side windows of the fixed type. including one each in the two crew entry doors. grasp the edge of the door and pull inward firmly to assure engagement of the latching pawls. the aft left seat Is In close proximity' to the cargo door handles. The side window installed adjacent to the pilot's position incorporates a small triangular foul weather window. Once engaged. one each in the two crew entry doors.( CESSNA MODEL 208 (675 SHP) ( ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( After the . two windows in the cargo door upper section. ( A WARNING If the airplane has utility seating. 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. ( ( ( ( ( ( ( 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.

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

It provides a compression ratio of 7. with a minimum loss of energy. The location of the combustion chamber liner eliminates the need for a long shaft between the compressor and the compressor turbine. ( CESSNA MODEL208 (675 SHP) SECTION 7 . thus reducing the overall length and weight of the engine. The compressed air passes through diffuser ducts which turn it 90° in direction. The mixture is initially ignited by two spark igniters which protrude into the combustion chamber liner. A row of stator vanes located · between each stage of compressor rotor blades diffuses the air. 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. The turbine guide vanes ensure that the expanding gases impinge on the turbine blades at the proper angle. The still expanding gases pass forward through a second set of stationary guide vanes to drive the power turbine. 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. raises its static pressure and directs it to the next stage of compressor rotor blades. assembled as an integral unit. reverse direction and pass through the compressor turbine guide vanes to the compressor turbine.{.0:1. Fuel is injected into the combustion chamber liner by 14 simplex nozzles supplied by a dual manifold. 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. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( 7 September 2001 For Training Purposes Only 7-37 . The resultant gases expand from the combustion chamber liner.

· 3. Axial-Flow Compressor Impellers (3) 2. Typical Engine Components 7-38 For Training Purposes Only 1 April 1998 . 21. 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. 12. 4. 23. 14. 19. 9. 7. 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. 17. 10. 20. 24. 16. 6. 25.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. 5. 22. 13. 18. 8.

a two-stage planetary reduction gearbox located on the front of the engine.000 RPM at a propeller shaft speed of 1900 RPM (a reduction ratio of 0. The power turbine speed is 33. below 1800 RPM. the gearbox torque limit of 1970 foot-pounds will not allow the full flat rating of 675SHP to be achieved. propeller control lever. Between 1800 and 1600 propeller RPM.5 U. The tank has a capacity of 9. with the exception of the propeller tachometer-generator and the propeller governors. ( ( ( ( ( ( ( ( ( ( The power turbine drives the propeller through. 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.6 N . ENGINE CONTROLS The engine is operated by four separate controls consisting of a power lever.0576:1). All engine-driven accessories. The power and fuel condition levers are engine controls while the propeller control lever controls propeller speed and feathering .indication of the engine power output. ( 7 September 2001 7-39 For Traininl! Purnoses Onlv . The engine oil supply is contained in an integral tank which forms part of the compressor inlet case. The gearbox embodies an integral torquemeter device which is instrumented to provide an accurate . the maximum torque value remains constant at 1970 foot-pounds). are mounted on the accessory gearbox located at the rear of. emergency power lever. 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.500 RPM at 100 Ng : Maximum permissible speed of the gas generator is 38. The speed of the gas generator (compressor) turbine (Ng) is 37.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 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. and a fuel condition lever. the engine.100 RPM which equals 101.S. quarts and is provided with a dipstick and drain plug.

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 power lever has MAX. The emergency power lever allows the pilot to restore power in the event of such a failure. 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. 1 April 1998 For Training Purposes Only . 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 lever also selects propeller pitch when in the BETA range. . 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. 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 controls engine power through the full range from \ maximum takeoff power back through idle to full reverse. 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. and BETA and REVERSE range positions. and MAX positions.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. The range from MAX position through IDLE enables the pilot to select the desired power output from the engine. 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. When the engine is operating. IDLE. IDLE.

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

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

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

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

. The engine may be safely operated throughout the normal ranges authorized by the manufacturer at the time of delivery of your airplane. and maximum (red line) 104°C. NEW ENGINE BREAK-IN AND OPERATION ( ( ( ( ( ( Co. Instrument markings indicate a I minimum operating pressure (red line) of 40 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. a cautionary range (yellow arc) of from 40 to 85 psi.) There are no specific break-in procedures required for the Pratt & Whitney Canada Inc. Airplane serials 20800364 and on. cautionary range (yellow arc) from -40°C to 10°C. PT6A-114A turboprop engine. and maximum (red line) ggoC. cautionary range (yellow arc) from -40°C to 10°C. 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. A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure gage. 10-minute transient range (yellow arc) 99°C to 104°C.( ( ( 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 a maximum (red line) of 105 psi. normal operating range (green arc) from 10°C to 99°C. a normal operating range (green arc) of from 85 to 105 psi. ( ( Revision 6 For Training Purposes Only 7-45 . The instrument is operated by an electrical-resistance type temperature sensor which receives power from the airplane electrical system. 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.

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

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

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

. 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. 12. ( ( 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. g ~. Engine Air Flow 1 April 1998 7-49 For Training Purposes Only . r.:'"j ( ~. 1- ~.". ~. Auxiliary view shows inertial separator In BYPASS position. AND IS THEN EXHAUSTED 2. 10. ~1.( ( ( CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION 6 ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( NOTE Above view shows inertial separator in NORMAL position. ~.":. ~. ~.

NOTE When moving the inertial separator control from bypass to normal position during flight. Inertial separator operation is controlled by a T-handle located on the lower instrument panel. Since the secondary exhaust duct is of larger diameter than the primary exhaust pipe. It may also be used for ground operations or takeoffs from dusty. just aft of the propeller reduction gearbox. a venturi effect is produced by the flow of exhaust. NORMAL-PUSH. sandy field conditions to minimize ingestion of foreign particles into the compressor.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) .in the NORMAL position by rotating the handle clockwise 1/4 turn to its vertical position.behind the oil cooler. air loads on the movable vanes hold them in this position. This venturi effect creates a suction behind the oil cooler which augments the flow of cooling air through the cooler. reduction of engine power will reduce the control forces. To unlock. A secondary exhaust duct. snow. rain. carries the exhaust gases away from the cowling and into the slipstream. The T-handle is labeled BYPASS-PULL. 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. pipe. . push forward slightly and rotate the handle 90° counterclockwise. ice crystals) with an OAT of 4°C or less. EXHAUST SYSTEM The exhaust system consists of a primary exhaust pipe attached to the right side of the engine . The handle can then be pulled into the BYPASS position. The juncture of the primary exhaust pipe and secondary exhaust duct is located directly . fitted over the end of the primary exhaust . Once moved to the BYPASS position. This additional airflow improves oil cooling during ground operation of the engine. The T-handle locks . The normal position is used for all other operations. 17-50 Revision 6 For Training Purposes Only .

During reverse thrust operation. maximum power turbine speed is controlled by the power turbine governor. the increase in differential pressure will overcome the spring and allow unfiltered fuel to flow into the pump chamber. The fuel control unit consists of a fuel metering section. Fuel from . and two fuel drain lines. This is accomplished by limiting fuel to the gas generator.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. Engine characteristics vary with changes in inlet air temperature . be altered to prevent compressor stall and/or excessive turbine temperatures. The fuel control unit determines the proper fuel schedule to provide the power required as established by the power lever input. The temperature compensator alters the acceleration fuel schedule of the fuel control unit to compensate for variations in compressor inlet air temperature. The inlet screen is spring-loaded and should it become blocked. a dual fuel manifold with 14 simplex nozzles. and the acceleration fuel schedule must. . The temperature compensating section alters the acceleration fuel schedule to compensate for fuel density differences at different fuel . The system provides fuel flow to satisfy the speed and power demands of the engine. especially during engine start. 15 November 2000 7-51 \ ( ( ( ( ( ( ( ( ( ( ( ( For Training Purposes Only . a temperature compensating section. and a gas generator (N g ) pneumatic governor. in turn. located in the propeller governor housing. 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. provides power turbine overspeed protection in the event of propeller governor failure. 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. a fuel control unit. a flow divider and dump valve. This is accomplished by controlling the speed of the compressor turbine. pump chamber through a 74-micron inlet screen. temperatures.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 pump increases the fuel pressure and delivers it to the fuel control unit via a 10-micron filter in the pump outlet. The power turbine governor. an enginedriven fuel pump. Fuel from the oil-la-fuel heater then enters the engine-driven fuel .

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) The flow divider schedules the metered fuel. 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. During . The switch has OFF. STARTING SYSTEM The starting system consists of a starter/generator. and MOTOR pOSitions. the engine incorporates an extensive internal air system which provides for bearing compartment sealing and for compressor and power turbine disk cooling. 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. The fuel manifold and nozzle assemblies deliver fuel to the combustion chamber through 10 primary and 4 secondary fuel nozzles. The 5T ART position of the switch energizes the starter/generator which rotates the gas generator portion of the engine for starting. COOLING SYSTEM No external cooling provIsions are provided for the PT6A-114A engine in this installation. However. For additional information on internal engine air systems. engine start. with the secondary nozzles cutting in above a preset value. 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. All nozzles are operative at idle and above. The starter/generator is controlled by a three-position starter switch located on the left sidewall switch and circuit breaker panel. START. Also. When the engine has started. When the fuel cutoff valve in the fuel control unit closes during engine shutdown. 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 . metered fuel is delivered initially by the primary ' nozzles. the start cycle will automatically be terminated by a speed sensing switch located in the starter/generator. from the fuel control unit. the START position energizes the ignition system. between the primary and secondary fuel manifolds. provided the ignition switch is in the NORMAL position. The OFF position de-energizes the ignition and starter circuits and is the normal position at all times except during engine start. refer to the engine maintenance manual for the airplane. a starter switch. and a starter annunciator light.

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

A pressure regulating valve in this line serves to pressurize the pump gear bushings. is boosted to high pressure. The difference between the torquemeter pressure and the reduction gearbox internal pressure accurately indicates the torque being produced. and delivered to the fuel control unit through a 10-micron pump outlet filter. Then.1121 :1. fuel enters the pump gear chamber. 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. Rotation is counterclockwise with a drive ratio of 0. The pump is driven through a gear shaft and splined coupling. 7-54 For Training Purposes Only 7 September 2001 . curr~nt . 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. PROPELLER TACHOMETER-GENERATOR The propeller taChometer-generator produces an electric current which is used in conjunction with the propeller RPM indicator. Fuel from the oil-to-fuel heater enters the fuel pump through a 74-micron inlet screen.' The coupling splines are lubricated by oil mist : from the auxiliary gearbox through a hole in the gear shaft. is ! used In conjunction With the gas generator RPM Indicator to ' indicate gas generator RPM.1273:1. 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. 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. Another splined coupling shaft extends the drive to the fuel control unit which is bolted to the rear face of the pump. 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.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. Ng TACHOMETER-GENERATOR The Ng tach~met~r-gen~rator produces an electric.which .

after engine start. PROPELLER GOVERNOR ( The propeller governor is located in the 12 o'clock position on the front case of the reduction gearbox. the governor acts as a constant speed unit. thereby providing overspeed protection and automatic shutoff.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. two bus bars. a speed sensing switch in the starter/generator will automatically shut down the starter. 200-amp engine-driven unit that functions as a motor for engine starting and. The probe is secured to the boss by means of a floating. 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. The starter/generator is air cooled by an integral fan and by ram air ducted from the front of the engine cowling. 1 April 1998 For Training Purposes Only 7-55 . and eight individual chromel-alumel thermocouple probes connected in parallel. 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. When operating as a starter. STARTER/GENERATOR The starter/generator is mounted on the top of the accessory case at the rear of the engine. The system consists of twin leads. as a generator for the airplane electrical system. Under normal conditions. threaded fitting which is part. Its function is to protect the engine against a possible power turbine overspeed in the event of a propeller governor failure. . 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. The starter/generator is a 28-volt. maintaining the propeller speed selected by the pilot by varying the propeller blade pitch to match the load to the engine torque. The propeller governor also has a power turbine governor section built into the unit. of the thermocouple probe assembly.

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

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

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.

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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

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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"

"'I)"

AU

LEVf R

"teO

AURAl WARNING HOIINS

--;;U:~~I-'.!!''!!~:: VALVE
.J" ----•

-

-0

~~.:~10fFr-_ _ _ ,~~~_j

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
...

(

(

(

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

(

(

(

(

(

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.

(

(

(

(
(

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

( (
(
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

(

(

(

'-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.

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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

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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.

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7-76
For Training Purposes Only

1 April 1998

CESSNA MODEL 208 (675 SHP)

SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

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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
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EXTERIOR LIGHTING

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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.

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NAVIGATION LIGHTS

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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

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CESSNA MODEL 208(675 SHP)

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SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION

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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
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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.

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1 April 1998 For Training Purposes Only

7-79

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

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

and one above the passenger entry door. the warning signs illuminate. displaying 7-82 For Training Purp9ses Only 1 April 1998 . a rocker-type switch located just forward · of the passenger entry door on the inside right sidewall. The lights can be pivoted in their mounting sockets to provide the most comfortable angle of illumination for the passenger. PASSENGER READING LIGHTS (Standard 208 Only) Passenger reading lights may be installed at each of the aft passengers positions. on the lighting control panel. On the Standard 208. When these switches are placed in the ON position. the \ lights are located one above the aisle. 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. controls the lights. labeled SEAT BELT and NO SMOKE. one above the aft cargo door. on the Standard 208. This light circuit does not require power to be applied to the main electrical system buses (battery switch on) for operation. the lights are located one above the center of the forward cargo area. A pushbutton-type ON.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 . The lights are located above the window line in small convenience panels above each seat. one above the aft cargo door. unloading cargo during night operations. These lights (and the courtesy light located under each wing) are controlled by a two-position toggle switch. labeled CABIN. This installation consists of a small lighted panel mounted in the cabin headliner immediately aft of the overhead console and two toggle-type switches. and one on the aft right side of the aft cargo area. mounted in each panel. On the Cargomaster. 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. OFF switch. on the lighting control panel. Activating either of these switches turns on the cabin lights regardless of the corresponding position of the other switches. located just forward of the ' cargo door on the inside left sidewall and. a rocker-type switch.

- the international graphic symbolism for "fasten seat belts" and "no smoking" to the rear cabin passengers. Supplements. 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. labeled SEAT BELT SIGN. ' The circuit for the warning sign lights is protected by a "pull-off" type circuit breaker. Controls are provided to direct the heated air to the forward and/or aft portions of the cabin for heating and to the windshield for defrosting. VENTILATING AND DEFROSTING SYSTEM (' ( ( ( ( ( ( ( ~ ~'. Two electric blowers are available for the' overhead ventilating system. In the heating system.. The plenum distributes the ventilating air to individual overhead outlets at each seat position.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( ( ( ( . ventilating and defrosting system (see Figure 713). Ventilating air is obtained from an inlet on each side at the forward fuselage and through two ram aJr inlets. 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. one on each wing at the upper end of the wing struts. 1 April 1998 For Training Purposes Only 7-83 . CABIN HEATING. The temperature and volume of airflow to the cabin is regulated by the cabin heating. Details of this installation are presented in Section 9. on the left sidewall switch and circuit breaker panel.

Ir II. flow conuol v. O ) CONTROL S~UTOFF FlftfWALL VALVE VENTILATING AIR DOOR lONE EACH SIDE.lve only hi utili:ed.. Mlldn9 elr valve in FlT polIition ¢ "'*' ~~~t~s~ound power seuings btlow 89".Iv.0' ) I " t / TO MllelNG I TO CABIN HEAT TO DEFROST AIR/FORWARD CABIN Alfl SELECTOR VALVe . blHd . AIR VALVE SELECTOR VALVE ----.... f' It ... CABIN HEAT SE:LECToA VA... In mild .. MiJtinli . April 1998 .---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. In mi. I. • cOO£ £NGINE BLEED AIR RAM AlA FLOW VENTILATING AIR HEATING AND ~ ~ .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... ~Iow fig. In GRO podtion at power Ruing!. . ttltou!lh ttl.-.....{) 0 '01 .... ~ .. tMd.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CESSNA MODEL 208 (675 SHP) TO fLOW CONTROL VALVE 1 "4. .. Used on 'hi g<ound . 1Irr.. Pc_ ICn ingt ~I 89'Jl Used OJflng Infllght opemloru. Milling... ...ir""I¥e lnFL"posltl~" ...ELECTRICAL CONNECTION _ _ _ MECHANICAL CONNECTION - DEFROSTING AIR BLEEO AIR DISCHARGE CABIN RETURN AIR ( ( ( 26857006 Figure 7-13.. Ventilating and Defrosting System (Passenger Version) (Sheet 1 of 2) 7-84 For Training Purposes Only 1.1 I:olti 1empc!fBtures.

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

closing the flow control valve and thus shutting off the source of hot bleed air from the engine. Some hysteresis may be encountered when adjusting bleed air temperature. is located on the cabin heat switch and control panel. l ( ( " ( A temperature sensor. move the fuel condition lever to HIGH IDLE. 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. NOTE • • If more cabin heat is needed while on the ground. allowing hot bleed air to flow to the cabin heating system. is located on the cabin heat switch and control panel. Clockwise rotation of the knob increases the mass flow and temperature of the air. 7-86 For Training Purposes Only 1 April 1998 . The ON position of the switch . located in the outlet duct from the mixer/muffler operates in conjunction with the temperature selector knob. . 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 . labeled BLEED AIR HEAT. the temperature sensor will be energized. labeled TEMP. 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. In the event of a high temperature condition (overheat) in the outlet duct. ·The OFF position closes the valve. shutting off the flow of hot bleed air to the heating system. The switch controls the operation of the bleed air flow control valve.opens the flow control valve.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION BLEED AIR HEAT SWITCH CESSNA MODEL 208 (675 SHP) A two-position toggle switch. TEMPERATURE SELECTOR KNOB A rotary temperature selector knob.

warm compressor · bleed valve air is mixed with hot compressor outlet air in the mixer/muffler. 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. 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. is located on the cabin heat switch and control panel. 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. With the push-pull control in the FLT position (pushed in). AFT/FORWARD CABIN PUSH-PULL CONTROL A push-pull control. If the FLT position Is not used during flight. With the control in the AFT CABIN position (pulled out). 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. cabin return air is mixed with the hot compressor outlet air in the mixer/muffler.CESSNA MODEL 208 (675 SHP) ( SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION MIXING AIR PUSH-PULL CONTROL ( / \ "\ ( ( A push-pull control. labeled MIXING AIR. In this mode. With the pushpull control in the GRD position (pulled out). labeled AFT CABIN-PULL. the excess warm compressor bleed valve air available at power settings below 89% Ng is exhausted overboard from the mixing air valve. 1 April 199a For Training Purposes Only 7-87 . the system may overheat and cause an automatic shutdown. FLT-PUSH. A ( CAUTION ( ( ( The mixing air push-pull control should always be in the FLT position (pushed In) when the airplane Is in flight. If desired. GRD-PULL. This recirculation of cabin return air enables the heating system to maintain the desired temperature for proper cabin heating. FWD CABIN-PUSH. is located on the cabin heat switch and control panel.

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

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

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

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

7-92 For Training Purposes Only 1 April 1998 . A knob near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the current altimeter setting. Limitation and range markings (in KIAS) include the white arc (full flap operating . the indicated airspeed should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5.SECTION 7 AIRPLANEAND SYSTEMS DESCRIPTION AIRSPEED INDICATOR(S) CESSNA MODEL 208 (675 SHP) The airspeedindicator(s) is calibrated in knots. To operate the indicator. read true airspeed on the ring opposite the calibrated airspeed . Having set the ring to correct for altitude and temperature. VERTICAL·SPEED INDICATOR(S) ' The vertical speed indicator(s) depicts airplane rate of climb or descent in feet per minute. first rotate the ring until pressure altitude is aligned with outside air . range of 50 to 125 knots). read the true airspeed shown on the rotatable ring by the indicator pointer. . For best accuracy. and a red line (maximum speed of 175 knots). AL TIMETER(S) Airplane altitude is depicted by a barometric type altimeter(s).temperature in pressure altitude. The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as supplied by the static source(s). 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. momentarily set the barometric scale on the altimeter to 29.92 and read pressure altitude on the altimeter. Knowing the calibrated airspeed. Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been obtained.

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

:.•:§:. ( ( ( ( ( r-----------CODE----------~ ~ BLEED AIR .j VACUUM c::::J INLET A I R _ ELECTRIC 26856038 I 7-94 Figure 7-14.:•.. Typical Vacuum System 7 September 2001 For Training Purposes Only .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 ( .

or improper adjustment.of the attitude and directional indicators. Repe~ted caging may cause Internal damage. do not cage the gyro.of mercury from 15. the attitude and directional indicaters shauld not be considered reliable. A suctian reading out . After engirie start. The directienal indicator will precess slightly over a peried .000 to 25.000 feet. cage the gyro just before takeoff. the cempass card sheuld be set in accordance with the magnetic cempass just prior te takeoff.5 inches of mercury up to 15. & DIRECTIONAL INDICATOR ( CAUTION Avoid re-caglng once the gyro has been caged.5 to 5. and occasionally -re-adjusted on extended flights.5 inches of mercury from 20.of the instrument panel.-95 . If necessary. The . Allow gyro te run until ready fer the Befere Takeoff checklist. A knob on the lower left edge of the instrument is used to adjust the cempass card to cerrect for any precessien. and in this case. 7 September 2001 For Training Purposes Only 7.25K and 30K markings at the apprapriate step lecations indicate the altitude (in thousands of feet) at which the lower limit . isl calibrated in inche~ of mercury and indicates suction available for eperatien .of that arc segment is acceptable.of these ranges may indicate a system malfunction . The directional indicator displays airplane heading en a compass card in relation te a fixed simulated airplane image and index. the alternate caging procedure is recommended.of time.000 feet altitude.0 to 5. 4. the gyro will have erected itself sufficiently so that caging is not necessary. Therefere.000 to 20.( ( 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 to 5. The 15K. 20K. and 3. SUCTION GAGE I The suction gage.000 feet. If time between engine start and takeoff is ten minutes or more. lecated en the left side . desired suction range is 4.5 inches . In many cases.

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. ( STALL WARNING SYSTEM The airplane is equipped with a vane-type stall warning unit. labeled STALL WRN. and \ ( operates the warning horn .outside air temperature (OAT) gage is in.( in the wing senses the change in airflow over the wing. The gage is calibrated in degrees ( Fahrenheit and Celsius.SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION . in the leading edge · of the left wing. 7-96 For Training Purposes Only 7 September 2001 . . Aircraft . The system is operational if the warning horn sounds as the vane is pushed upward. it is provided to shut off the warning horn in the event it should stick in the on position. Hg .of the pilot's position. at airspeeds between 5 and 10 knots above the stall in all configurations. 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. anytime suction is less than approximately 3. 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. talled in the upper left " s side of the windshield.0 in. Illumination of the/ lannunciator warns the pilot to check the suction gage and to bel alert for possible erroneous vacuum-driven gyro instrument indications. The annunciator is illuminated by operation of a warning switch which is activated . which is electrically' connected to a stall warning horn located overhead . Also. ( ( ( ( ( IOUTSIDE AIR TEMPERATURE (OAT) GAGE ( I An . The vane /' . A "pull-off" type circuit breaker. protects the stall warning system.

'-~---' ( AVIONICS COOLING FAN An avionics cooling fan system is provided in the airplane to supply internal cooling air for prolonged avionics equipment life.CESSNA MODEL 208 (675 SHP) SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION ( A \ WARNING ( This circuit breaker must be pushed In for landing. . The following paragraphs discuss these items. which plugs into a mic jack on the left side of the control pedestal. If the fan malfunctions. Description and operation . The fan will operate when the battery switch is on and the number 2 avionics power switch is on. A padded microphone-headset is also available for the front seat passenger. it can be shut off using the "pull-off" type circuit breaker. 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. MICROPHONE-HEADSET INSTALLATIONS The airplane is equipped with a padded microphone-headset for the pilot.of radio equipment is covered in Section 9 of this handbook. ( C"'·. located on the left sidewall switch and circuit breaker panel.. ( ( AVIONICS SUPPORT EQUIPMENT Various avionics support equipment is . and control surface static dischargers. 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. The heated part of the system is operated by the STALL HEAT switch on the de-icelanti-ice switch panel. is also available and can be used with the airplane speaker when a microphone-headset is not being utilized . . microphone-headset installation. A hand-held microphone. and includes an avionics cooling fan.instaUed in the airplane.labeled AVN FAN. 1 April 1998 For Training Plirposes Only 7-97 . The vane and sensor unit in the wing leading edge is equipped with a heating element.

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

the extinguisher should be checked prior to each flight to ensure that its bottle pressure. SECTION 7 AIRPLANE AND ( SYSTEMS DESCRIPTION Static dischargers lose their effectiveness with age. it is recommended that the wicks be replaced every two years. · If installed. etc. and therefore. Progress toward the back of the fire by moving the nozzle rapidly with a side-to-side sweeping motion. To operate the fire extinguisher: 1. Anticipate approximately eight seconds of discharge duration. Loosen retaining clamp(s) and remove extinguisher from bracket. ( ( ( { ( ( ( 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. pull operating lever lock pin. 3. as indicated by the gauge on the bottle. (. and press lever while directing the discharge at the base of the fire at the near edge. If testing equipment is not available. " 2. 1 April 1998 7-99 For Training Purposes Only . should be checked periodically (at least at every annual inspection) by qualified avionics technicians. especially if the airplane is operated frequently in IFR conditions. Hold extinguisher upright. 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. is within the green arc (approximately 125 psi) and the operating lever lock pin is securely in place.( CESSNA MODEL 208 (675 SHP) . The discharger wicks are designed to unscrew from their mounting bases to facilitate replacement. The extinguisher has an Underwriters Laboratories classification of 5B:C.

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

Various items of tie-down equipment are available for securing cargo within the airplane and/or tying down the airplane. Refer to Section 6 for complete details of the cargo door restraining net. .5. 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.0.0. Refer to Section 6 for the recommended use and restrictions of this equipment. Supplements. Refer to Section 9. and 284. 259.0. CARGO PARTITIONS ( Cargo partitions are available and can be installed to divide the cargo area into convenient compartments. for complete details of the cargo pod.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. 208. 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. 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. Partitions may be installed in all of the five locations at stations 181. 234. CARGO/AIRPLANE TIE·DOWN EQUIPMENT . ( CARGO DOOR RESTRAINING NET ( (' ( A restraining net may 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 opening when the doors are opened.0.

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) . 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.near the secondary exhaust. During towing operations. thereby closing off these openings. Two covers are provided which plug into the two front inlets. To gain access to the hoisting rings. The upper half of the hinge contains a ring which is used for attaching the hoist when the airplane is being hoisted. the upper hinge half folds down out of the way. When not in use. 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. ( 7-102 For Training Purposes Only Revision 6 . 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 . Each hoisting ring consists of a hinge '. etc. it is necessary to remove the wing-tofuselage fairing strips. moisture. The covers preclude the entrance of dust. .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 . bugs. when installed. which replaces the washer on the attachment bolt of the fitting. into the engine and engine compartment.( ( ./ fuselage attach fittings.

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

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

. .. .... ... .... . ....... . .. . ... ... ..... Alterations Or Repairs . .. .... .. ... .. CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING. ... ....... .. ....... .. ...... . ... . . .. ... . ... . .... . . Pilot Conducted Preventive Maintenance . . ... . ...... ..... ... ..... Windshield-Windows ... . . Airplane Inspection Periods .. . ...... . . ..... .. . . ... ... . .. . .. . . ... . . . . .. .. . . Ground Handling ....... . .. . . .. . . Engine Condition Trend Monitoring . .. .. . .... . . ...... ... . . . Cleaning And Care . .. Publications ... . . .. .. ... Jacking . .. . . ' . . ... .. .. . ..... . .Gear '.. ..... ... ....... . . .. .. . ... . . ... . . ......... . .. ... .. . .. . . ... . .. . .. . . . Identification Plate . Parking . ..... . ..... . . . . .. ... ... . ...... . . . ..... .. Painted Surfaces . . ... .. ... ( SECTION 8 AIRPLANE HANDLING... . ... ..... .. .. . . ...... . . .. . Ground Deice/Anti-Ice Operations . ........ .. . .... ..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 . . . ....... . •. . . .( ( .. ...... ... . Oxygen .. . ... .... .. . Servicing .... . . . . . . . .. . .. .. '...... ... . ..... . ..... . . .. .. .... . L~v... . .. Tie-Down . ... CESCOM System .. : .... .. .. . .... .. .. .. . . . ... .. . ... '. .... . ... Oil ..... ...... ... . ... ... ... . . . .. . :. ... .. .............. . ..... . .. ... . . . . .. ...... .. . . . . . .. .. ..... .. .... .. . . .. .. ....... . ... ..... ... Towing ... ..... . . .. ...... ... . ...... Cessna Progressive Care ... . . . ... . ... 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 ( ( ( . . ... .. ...... ... .. . . . ... Fuel ........ ....eling .. ... . ... ' . . .. .. . . . . . . . . FAA Required Inspections .. . .... .. ... .. . '. SERVICE & MAINTENANCE TABLE OF CONTENTS ' Introduction . Landing . ... . . . .. .. ..... ... .. ..... . . .. SERVICE & MAINTENANCE ( . .. .. . . ........ . . . .. . . . . . ... .. Cessna Owner Advisories .... .. Cessna Customer Care Program ... . .. Airplane File ... .. ..

.. ... . . .. .. Propeller Care ........ ... .. .. . ... .. .. ... ............ ....... . .......... Engine Compressor Wash .. .. ... Prolonged Out-Ot-Service Care .. ... ....... . . ... .. .. ... Engine Exterior/Compartment Cleaning .. .... ...... Engine Care . ..SECTION 8 HANDLING. .... .. ........... Bulb Replacement During Flight 8-42 :. ... . . SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) TABLE OF CONTENTS (Continued) PAGE Stabilizer Abrasion Boot Care ... ... . .............. ...... ... ..... . .. 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 . Deice/Anti-Ice Boot Care ...... ............ . Interior Care . . . .... Compressor Turbine Blade Wash ... ........ .. ... .. . . '. .. . . ... . .. . ..... . ... ... .... .....

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

will 8-4 For Training Purposes Only 1 April 1998 . SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) IDENTIFICATION PLATE All correspondence regarding your airplane should include the . International Aircraft Owners To receive Cessna Owner Advisories. 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.SECTION 8 HANDLING. If you require a duplicate Owner Advisory to be sent to an address different from the FAA aircraft registration address. 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. Model Number. The Serial Number. please complete and return an Owner Advisory Application (otherwise no action is required on your part). 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.S. after which you will be sent a \. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed. aircraft owners) for one year. renewal of a valid Owner Advisory Application establish your Owner AdviSOry service (duplicate Owner Advisory service . notice. please complete and return an Owner Advisory Application. Production ( Certificate Number (PC) and Type Certificate Number (TC) can be ' found on the Identification Plate. Receipt Cessna for U.. appropriate Cessna Owner Advisories will be mailed to you automatically according to the latest aircraft registration name and address provided to the FAA. SERIAL NUMBER.S.

Various publications and flight operation aids are furnished in the airplane when delivered from the factory. plus many other supplies that are applicable to your airplane.( CESSNA MODEL 208 (675 SHP) ( ( SECTION 8 HANDLING. many of which he keeps on hand. ( ( \ ( ( ( ( / ( " " . engine. accessories. These items are listed below. 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 ( ( ( ( \. • • • • • 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. 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. avionics and autopilot. He will be happy to place an order for any item which is not in stock. • Your Cessna Service Station has a Customer Care Supplies and Publications Catalog covering all available items. are available from your Cessna Service Station. An affidavit containing the"owner's name. • INFORMATION MANUAL (Contains Pilot's Operating Handbook Information) MAINTENANCE MANUALS and PARTS CATALOGS for your airplane.

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

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

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

No. 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.( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING. Longueuil. • Pratt & Whitney Canada Aircraft Gas Turbine Operation Information Letter. or from.sources listed above. SERVICE & MAl NTENANCE ( ( " ( Because aircraft engines operate at a wide range of altitudes.S. Small Turboprops Mail Code: 1RC1 Tel: (514) 677-9411 \ ( ( ( ( ( ( ('. outside air temperatures. • Cessna Propeller Aircraft Product Support. ( ( ( • Pratt & Whitney Canada.~'': • The publication "Engine Condition Trend Monitoring and Power Management for PT6A-114. 1000 Marie .Victorin. NOTE Pilots operating airplanes of other than U. 23. J4G 1A 1 Attention: Customer Support. registry should refer to the regulations of the country of certification for information on preventive maintenance that may be performed by pilots. 8-9 . PT6A-114A Installed in the Cessna Caravan I" supplied in this Pilot's Operation Handbook. 1 April 1998 For Training Purposes Only . and airspeeds. corrections for varying ambient conditions are also incorporated into the Trend Monitoring process . Inc. Quebec Canada. Additional information about both of these methods may be obtained from the following sources: • A Caravan Service Station. Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed.

8-10 For Training Purposes Only 1 April 1998 . In any towing operation. will fall into view alongside the nose strut. the airplane to ensure that airworthiness of the airplane is not violated. \ A CAUTION . Alterations or repairs to the airplane must be accomplished by licensed personnel. You Cessna Service Station should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed personnel. 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. 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. 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. If excess force is exerted beyond the turning limit.SECTION 8 HANDLING. This should be checked routinely during preflight inspection to prevent operation with a damaged nose gear. { ( GROUND HANDLING TOWING The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. a red over-travel indicator block (frangible stop) will fracture and the block. { .( ALTERATIONS OR REPAIRS It is essential that the FAA be contacted prior to any alterations on . The tow bar is stowed in Zone 6.

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

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

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

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

. Refer to the airplane and engine maintenance records for this information. When adding oil. Depending on various flight operations. commercially operated engines. For quick and ready reference. .1 001 .( ( CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. your ' local Government Aviation Agency may require additional service. . or tests. Should oils of different viscosities or brands be inadvertently mixed. inspections. must be used... and aU revisions or supplements thereto. materials. For these regulatory requirements. owners/operators should check with local aviation officials where the airplane is being operated. These oils are fully approved for use in Pratt & Whitney Canada Inc. ( ( ( 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. ~ / I 8-15 Revision 6 · For Training Purposes Only . the oil system servicing instructions in the Maintenance Manual shall be carried out. 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.. The oils listed below comply with the engine manufacturers specification PWA521 and have a viscosity Type II rating. quantities.. service the engine with the type and brand which is currently being used in the engine. specifications for frequently used service items are as follows: OIL ( ( ( ( and ( ( ( OIL GRADE (SPECIFICATION) -Oil conforming to Pratt & Whitney Engine Service Bulletin No. ( ( ( ( '-. .

per airplane and engine maintenance manual procedures and the engine ' manufacturer's pertinent engine and oil service bulletins: 1. Oil leaking from engine intake. Engine oil has been switched to a "third generation" lubricant during mid-life.list above). the engl'ne manufacturer strongly recommends that such a change should only be made when an engine is new or freshly overhauled. When changing from an existing lubricant formulation to a 'third generation' lubricant formulation (see .1 April 1998 .SECTION 8 HANDLING. If carbon particles are found. Refer to Pratt & Whitney Engine Service B!Jlletin No. refer to the above referenced maintenance manuals and service bulletins for corrective action. For additional Information on use of third generation oils. the accessory gearbox scavenge pump inlet screen and any drained oil should be inspected for the presence of carbon particles. ( Do not mix brands or types of oils. If one or more of the following conditions exist.1 001 for additional oils which are approved. 8-16 For Training Purposes Only . 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). 2. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) A • • CAUTION . High oil consumption. 3.

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

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

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

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

15 percent maximum.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING. An indication of this is when an excessive amount of water accumulates in the fuel tank sumps. airplane design. Fuel.: . .035% by volume.. therefore.10 percent by volume. The concentration of additive can be checked using an anti-icing additive concentration test kit: For additional information about this kit. ( ( ( A CAUTION ( '. If additional biocidal protection is desired. However. If the fuel additive concentration has fallen below 0.. Revision 6 For Trainine Purposes Only . ':. 8-21 . ( ( ( ( ( ( ( Prolonged storage of the airplane will result in a water buildup in the fuel which "leaches out" the additive. an additive is permitted for use in certain conditions. the airplane should be defueled and refueled. other factors such as climate. \ . If additional anti-static protection is desired. Fuel tank maintenance practices are of prime importance in controlling microbial growth. SERVICE & MAINTENANCE PROCEDURE FOR CHECKING FUEL ADDITIVES . refer to Chapter 12 of the 208 series maintenance manual. It is imperative that the instructions for the test kit be followed explicitly when checking the additive concentration . . The additive concentrations by volume for EGME/OIEGME shall be 0. occasional use of a biocide may be required. either individually or mixed in a common tank. 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. route structure and utilization also affect microbial growth.10 percent minimum and 0. should have a minimum concentration of 0.r ~-' ( ( j 1. when added to the tank.

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

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

8-Ply Rated Tires. which require that all critical components (wings. Keep filled with MIL~H-5606 hydraulic fluid per filling instructions placard. During cold weather operations. NOSE GEAR SHOCK STRUT. flight crews are responsible for ensuring that the airplane is free of ice contamination. refill reservoir to within three-quarters inch (3/4") of the . 48"52 PSI on 8. . No air pressure is required in strut. or frost before takeoff.50-10.098 diameter vent hole. 10-Ply Rated Tires. and Type II or Type IV anti-ice fluids may be used sequentially to ensure compliance with FAA regulations. . 8-24 For Training Pu rposes Only 1 April 1998 . maintain fluid level between MIN and MAX markings. GROUND DEICE!ANTI-ICE OPERATIONS . MAXIMUM PRESSURE (cylinder temperature stabilized after fitling): 1850 PSI at 21°C (70°F). Refer to Oxygen Supplements (Section 9) for filling pressures. '. . BRAKES: Service brake fluid reservoir with MIL-H-5606 hydraulic fluid as placarded on reservoir. As placarded on later serial airplanes . SERVICE & MAINTENANCE MAIN WHEEL TIRE PRESSURE. Type I deice. ice. As placarded on early serial airplanes. The deicing f process is intended to restore the airplane to a clean configuration '. whenever the fluid level drops to 1/2 full .00-1 0. CESSNA MODEL 208 (675 SHP) ( 83 PSI on 6. control surfaces and engine inlets as an example) be free of snow. 8-Ply Rated Tires. 35 PSI (minimum) on 29x11 . No.50-10. MIL-O-27210. ( OXYGEN AVIATOR'S BREATHING OXYGEN: Spec. so that neither aerodynamic characteristics nor mechanical interference from contaminants will occur.SECTION 8 HANDLING.

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. or later. dated 10-05-01.CESSNA MODEL 208 (675 SHP) SECTION 8 HANDLING. they are referred to as Freezing Point Depressant (FPD) fluids. 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.themselves seasonally with the following publications for expanded deice and anti-ice procedures: • • • • Cessna 208 Series Maintenance Manual Chapter 12. NOTE It is recoml1)ended that flight crews refamiliarize . or later). the airplane should only be loaded to its maximum weight for flight Into known Icing conditions. dated 12. 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. Revision 6 For Training Purposes Only I 8-25 . or later. dated 12-14-94. For this reason. Refer to Section 2 for limitations and Section 5 for takeoff distances with 0° flaps setting and liftoff speeds in KIAS. The takeoff distance charts for 0° flaps setting start with the airplane's maximum weight for normal operations. or later). However. Whenever Type II or Type IV anti-ice fluid Is applied to the airplane. Deicing and anti-icing with fluids may be performed as a one-step or two-step process. Anti-icing fluid is classified as Type \I or Type IV.. thus delaying the onset of freezing. Type II. as provided in the Type I holdover timetable (refer to FSAT 01-09.. dated 10-05-01. Type I. at which time additional deicing is required. and Type IV fluids have time limitations before refreezing begins. 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. Type 1/ or Type IV fluid is used to provide longer -term anti-icing protection. 17-82. or later. FAA Flight Standards Information Bulletin FSAT 01-09. or Type IV holdover timetable (refer to FSAT 01-09'1 . when icing conditions exist. Deicing fluid is classified as Type I. FAA Advisory Circular AC20-117. FAA Advisory Circular AC135-17. as provided in the Type II. dated 10-05-01.

SERVICE & MAINTENANCE CESSNA MODEL208 (675 SHP) ( ( I This time limitation is referred to as "holdover time". heated hangar is an excellent option to deice airplanes and should b. dated . or later for Type I. 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. Type II. but not closer than approximately 10 feet if a high pressure nozzle is used. Type"11 and Type IV fluids are not compatible Additionally.SECTION 8 HANDLlNG. snow deposits. manufacturers prohibit the mixing of brands within a type. and Type IV holdover times. NOTE Deicing fluids are ' not intended for use in removing . most and may not be mixed. and Type II and IV anti-Ice fluids (refer to Figures 8-1 thru 8-4). ( remains the responsibility of the pilot in command to determine the effectiveness of any deicing or ami-icing procedure. It l. Refer to FSAT 01-09. 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.' ( 10-05-01. Type I deice. Snow is best removed by mechanically sweeping or brushing it from the airplane structure. Line personnel should be supervised by the pilot In command to ensure proper application of . 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. A CAUTION Type I. Care must be exercised however. Fluid should be sprayed as close as possible 10 the ' airplane surfaces. ( ( ( 8-26 For Training Purposes Only Revision 6 . 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. charts can provide only approximate estimates. 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. utilized whenever possible.

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

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

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

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

as the heat may change the characteristics of the thickening agents in the fluid.~. except that since the airplane is already clean. due to the limited holdover times of Type I deice fluid. the application should last only long enough to properly coat the airplane surfaces.( CESSNA MODEL 208 (675 SHP) TYPE" ANTI-ICE FLUID NOTE ( SECTION 8 HANDLING. ( ( ( ( • Application techniques for Type II fluid are the same as for Type I. For this case. • Holdover time starts when last application has begun. Type II fluid therefore. applied in this manner. SERVICE & MAINTENANCE ( ( I ( II • Freezing point of Type II fluid mixture must be at least 1O°C (18°F) below OAT. ( ( ( ( (":. ( < ' ( ( ( ( ( 8 March 1999 For Training Purposes Only 8-31 . it should be considered a Type I fluid. Type II fluid is however. sometimes heated and sprayed as a deicing fluid. • 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.

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

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

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

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

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

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. SINCE THIS WAS THE FIRST AREA DEICED OR ANTI-ICED. ( ( ( ( ( ( ( ( ( ( ( ( ( ( I' START 26851035 Figure 8-4. THE PILOT CAN GET A CONSERVATIVE ESTIMATE OF ICE REFORMATION FROM INSIDE THE COCKPIT. Deicing and Anti-icing Application 8 March 1999 For Training Purposes Only I 8-37 . IT WILL BE THE FIRST AREA WHERE ICE WILL REFORM .

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

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

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

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. 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. Commercially available ( Polishing wax: (Refer to Note 1) Turtle Wax (paste) Turtle Wax.. Pasadena. UNELKO Corp. CA Commercially available Applying and removing wax and polish. ". Removing deposits which cannot be removed with mild soap solution on acrylic windshields and windows. DE 19898 Classic Chemical Grand Prairie. This is the only rain repellent approved for use by Cessna Aircraft Company for use on Cessna Model 208 series airplanes. duPont de Nemours and Co.!. 7428 E. Figure 8-5. IL 60638 E. ( ( ( ( " Rain shedding on acrylic windshields. Inc. Scottsdale. (Inc. such as: Colton flannel or cotton terry cloth material Rain repellent conforming to Federal Specification MIL-W-6882.. Inc.) Wilmington. ( i. Karen Dr. Waxing acrylic windshields and windows. Permatex Company. KS 66115 Mirror Bright Polish Co. 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 . such as: REPCON (Refer to Note 2) NOTE 1: NOTE 2: Cleaning and polishing acrylic windshields and windows. Chicago.( ( CESSNA MODEL 208 (675 SHP) ( SECTION 8 HANDLING. TX 75050 ( Great Reflections Paste Wax ( ( ( ( t'~ \ "'-. Kansas City.

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

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

' ( f( '". J A CAUTION ( ICEX II contains Silicone. Age Master No. since overspray of ICEX U will make touch-up painting almost Impossible. 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 to boots treated with BFG Resurfacing Kit 74-451-L.( 8-44 For Training Purposes Only 1 April 1998 . 1 apply a coating of ICEX II to the boots in accordance with application instructions on the ICEX IIcontainer.has the proper materials and knowledge how to do this correctly. NOTE ICEX 1/ may be beneficial as an ice adhesion depressant. NOTE Age Master No. 1 is beneficial for its ozone and weather resistance features. which lessens paint . Use care when applying ICEX II. 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. 80th Age Master No. 3. After the boots have been treated with Age Master No. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) A CAUTION Do not apply Age Master No. Your Cessna Service Station .adhesion..SECTION 8 HANDLING. 1 and ICEX II are distributed by the BFGoodrich Company. and protect adjacent surfaces from overspray.

However. 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. ( ( ( ( ( ( ( ( ( ( . diameter reduction. \ .g. Large nicks or scratches or other damage involving such things as bent blades. etc. blade have been exceeded. the appropriate McCauley Service Manual should be consulted to determine if minimum allowable blade width and thickness limits If these limits are exceeded. should be corrected by an FAA approved propeller repair station. corrosion pits. the propeller hub for evidence of grease and oil leaks. scratches.13-1 A. 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.( ( CESSNA MODEL 208 (675 SHP) ~ANDL1NG. the anti-ice boots for security. After filing and polishing. Waxing the blades with an automotive type paste wax on a regular basis will further minimize corrosion. or in the case of previously reworked blades which may be at or near minimum width and thickness limits.c' ( ( ( ( " &~ 1 April 1998 For Training Purposes Only 8-45 . check the blades for nicks.. Damaged or blistered paint should be repainted. minimize corrosion and assure a longer blade life. gouges. Repair of small nicks and scratches may be performed by qualified mechanics in accordance with procedures specified in FAA Advisory Circular 43. Alodine) and repainted as necessary. replacem~nt is required . whenever a significant amount of metal 'is removed. and the propeller spinner for condition and security. balance. During the preflight inspection. etc. The area should then be reprotected by localized application of chemical film per MIL-C-5541 (e.

Refer to the · Maintenance Manual for proper lubrication · of controls and components after erigine cleaning. ENGINE COMPRESSOR WASH The benefits of performance improvements and .SECTION 8 HANDLING.affected by the solvent. compressor wash ring is installed · on the top of the engine adjacent to the induction air inlet screen to facilitate this maintenance program. 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. 8-46 1 April 1998 . 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 . Before spray cleaning. it is known as a "desalination" wash. SERVICE & MAINTENANCE CESSNA MODEL 208 (675 SHP) ENGINE CARE ENGINE EXTERIOR/COMPARTMENT CLEANING The engine exterior and compartment may be cleaned. using a suitable solvent. Depending on the nature of the operating environment and the type of deposits in the engine gas path. For Training Purposes Only . Most efficient cleaning is done using a spray-type cleaner. increased service life of hot section parts accruing from instituting a regular · A compressor wash program cannot be overemphasized. When the wash is performed solely to remove salt deposits.

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

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

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

and the engine is not subjected to extreme temperature changes that would produce condensation. adversely affecting compressor efficiency. 3. in addition to the 29 to 90 day procedure. must. Place a cover over the pitot tube. b. and desiccant bags and humidity indicators installed.The engine may be left in an inactive state. indicators.SECTION 8 HANDLING. Dirt particles deposited on blades and vanes during engine operation will adhere and alter the airfoil shape. a. and install the two engine inlet covers. 91 Days and Over -. need only have the fuel system preserved. 8-50 For Training Purposes Only 1 April 1998 . Keep the fuel tanks full to minimize condensation in the tanks.An engine inactive for a period exceeding 28 days. have the engine oil drained and unused accessory drive pads sprayed. Humidity control is maintained by placing desiccant bags and a humidity indicator on wooden racks in the engine exhaust duct. To prevent the propeller from windmilling. 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. humidity is not excessively high.An engine inactive over 90 days in the airframe or removed for long term storage in a container. but less than 91 days. ( ( 2. engine openings covered. c. with no preservation protection. d. 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 -. Cover all other openings to prevent entry of foreign objects. provided the engine is sheltered. ' . 29 to 90 Days -. Suitable windows must be provided in the exhaust / closure to facilitate observation of the humidity [. 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.

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

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

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

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

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. AND THE LATEST ISSUED "LOG OF APPROVED SUPPLEMENTS". 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 . THE LOG OF APPROVED SUPPLEMENTS FURNISHED WITH THIS REVISION WAS THE LATEST VERSION AS OF THE DATE IT WAS SHIPPED BY CESSNA. 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. SOME CHANGES MAY HAVE OCCURRED. HOWEVER.( 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. 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 . AND THE OWNER SHOULD VERIFY THIS IS THE LATEST. FAX (316) 942-9006.

. ( ( ( 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 \. ( ( ( ( 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) .SECTION 9 SUPPLEMENTS CESSNA .....- ( ( f REVISION EQUIPMENT NUMBER INSTALLED 0 0 0 3 0 0 ( .' .

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 . . 42 ( 43 ( ( 44 0 ( 45 0 0 0 0 ( 46 47 48 ( : .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 ( ( ( [-- \ .' .( ( ( ... :..: ' I. ".VFR Only GPSNavigation System (Type KlN 89B with Software level 02102) High Altitude Takeoff and landing Performance (Above 12. .) 49 50 6 January 2004 Log-3 For Training Purposes Only ....-r .

'- 69 Log-4 For Training Purposes Only 6 January 2004 .:..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 .(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 \~.:..

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

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

. USA D1352·81·03 1 APRIL 1998 REVISION 3 • 25 JUNE 2001 S1-1 ForTraining Purposes Only . 199B CESSNA AIRCRAFT COMPANY o Member of GAMA WICHITA.1998 ( ( Wendell W . Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL ( C ":'. REGISTRATION NO. KANSAS. ( ( ( ( ( This. ( ( ( APPROVED B!imu(dfJ/:~ee~' € 7 APR11. 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.07 COPYRiGHT .( ( ( ( ( ( ( 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.

supplement.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. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. . ( ( 3 0 3 3 ( ( APPROVED BY ( S1-2 For Training Purposes Only 25 June 2001 . * • 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. 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 • .

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

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

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

a . Which contains two heat elements and is controlled ( by two three-position toggle switches labeled PRIMARY and SECONDARY. labeled PROP ANTI-ICE AMPS. In the event of a malfunction in the anti-ice timer. illuminates to indicate that the system is (. The system is protected by two "pull-off" type circuit breakers. glass panel mounts to the base of the windshield in front of the pi/ot.A quick disconnect feature utilizing a spring-loaded release pin is provided to facilitate ease of installation and removal. This buildup of runback ice may cause a loss in propeller efficiency which reduces airplane performance. Some aircraft are equipped with a large sized windshield anti-ice panel. Both ' circuit breakers are located on the left sidewall switch and circuit breaker panel. turned on without the engine running . it is important to cycle the switch in intervals of 90 seconds ON and 90 seconds OFF. The switch is off when placed in the middle position. An annunciator. ( ( < ( A WARNING If the propeller anti-ice switch Is held In the MANUAL position wIthout beIng cycled every 90 seconds. A detachable. . When the switch(es) is(are) placed in the AUTO (upper) position. . operating. a (. the switch can be held for 90 seconds in the MANUAL (lower) position to achieve emergency propeller anti-icing. the same cycling that occurs when the switCh is in the AUTO position. Windshield antiicing is controlled by a three-position toggle switch. ' 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.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 . electrically heated. ( labeled WINDSHIELD ANTI-ICE. and wiring damage. padded cover is provided for protection against scratches. near the upper left corner of the instrument ' panel. labeled W/S on the de( ice/anti-ice switch panel. Operation of the anti-ice system can be checked by monitoring an ammeter. Ice on the boots melts and runs back past the boots and refreezes. When operating in the MANUAL (lower) switch position.. control circuit breaker labeled PROP ANTI-ICE CONT and a heater circuit breaker labeled PROP ANTI-ICE. --' ( S1-6 For Training Purposes Only 25 June 2001 . The panel may be stowed in the airplane when ncit in use. breakage. A failure of this switch will be undetected unless the ammeter is monitored continuously.. 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 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.. . The heating elements in the right pitot-static tube are controlled by the two-position toggle switch.. The . on the deice/anti-ice switch panel. and a "pull-off" type circuit breaker.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. and the automatic controller is operative. System components include heating elements in the left pitot-static tube.. When the pltot-static heat switch is turned on. labeled LEFT PITOT HEAT. 25 June 2001 I S1-7 For Training Purposes Only . a malfundion in the system controller circuitry. and will only function in AUTO if the PRIMARY switch is in the AUTO position. especially if the freezing level is near or at the surface. on the delce/antiice panel. In the event of . The system is protected by two "pull-off" type circuit breakers. I ( ( I ( ( -- . on the left sidewall switch and · circuit breaker panel. the elements in the pitot-static tube are heated electrically to maintain proper operation in icing conditions. ( ( ( A WARNING With heavy ice accumulations on the windshield. labeled PITOT/STATIC HEAT.( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT NOTE MODEL 208 (675 SHP) S1 ( The. larg. The heated glass panel should be installed whenever icing conditions are a possibility on a proposed flight. a two-position toggle switch... The switch(es) is(are) off when placed in th e middle position . A second. SECONDARY heat element in the large windshield antiice panel is slaved to the temperature controller of the PRIMARY panel. . on the left sidewall switch and circuit breaker panel. or when Ice forms aft of the curved sections on the windshield. the switch (es) can be held in the Manual (lower) position to achieve windshield anti-icing.. Circuit breakers for the windshield anti-ice panel are located on the left sidewall switch and circuit breaker panel. independent pitot-static system is included for operation of the right flight instruments only. labeled RIGHT PITOT HEAT. The system has a heated pitot-static tube on the leading edge of the right wing. Both circuit breakers are located on the lett sidewall switch and circuit breaker panel. ( . . Circuit protection is provided by a "pull-off" type circuit breaker. labeled PITOT/STATIC HEAT. a control circuit breaker labeled W/S ANTI-ICE CaNT and a heater circuit breaker labeled W/S ANTIICE. once formed. The system is designed to prevent ice formation rather than remove it.

automatically be supplied to the main buses if system voltage drops. The standby system switches are a two-position toggle-type switch . Any time the standby electrical system is turned on. 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. It Is possible to have an electrical load of approximately 110 amps. For airplanes equipped with the large windshield anti-ice panel turn the SECONDARY switch to OFF. This electrical load can be reduced to the standby electrical system capacity (75-amps) by turning off the following equipment: • • • All external lights.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. as indicated by the ammeter with the BATT position selected or illumination of the red VOLTAGE LOW annunciator. labeled STBY POWER. The guard covering the standby avionics power switch must be lifted in order to select the ON position. In the annunciator panel. ' The 'system also . the failed generator (TRIP).uit breaker in the main power relay box. System monitoring is provided by two amber annunciators. which has 75-amp capacity rating. and a guarded two-position switch/breaker. a standby alternator contactor assembly on the left front side of the firewall and two switches on the left sidewall switch panel. ' 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. The . labeled AVIONICS STBY PWR. . During a night flight In icing conditions. labeled STBY ELECT PWR ON and STBY ELECT PWR INOP. Circuit protection and isolation is provided by two circuit breakers. 2 circ.' alternator is belt-driven from an accessory pad on the rear of the engine. the alternatordriven standby electrical system.includes an alternator control unit located forward of the circuit breaker panel. can supply essential equipment when nonessential loads are eliminated. The system includes an alternator operated at a 75-amp capacity rating. ( ( ( A WARNING In the event of a generator system failure. labeled STBY PWR. standby power will . Autopilot and weather radar andlor enough other nonessential avionics and lights to prevent battery discharge. 1 i I 81-8 • 25 June 2001 For Training Purposes Only . on the left sidewall circuit breaker panel.

9 edge-Iofuselage fairing to facilitate the detection of wing ice at night by lighting the . This does not limit speeds for takeoff or approach phases of flight. For Training Purposes Only . on the deice/anti-ice switch panel. The light will illuminate as a reminder of the minimum speed of 105 KIAS during flight in icing conditions with the flaps up. 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. labeled WING LIGHT. If the windshield is contaminated . ( ( An advisory annunciator labeled BELOW 105 KIAS is located just above ' the annunciator panel. 25 June 2001 S1·9 .( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT MODEL 208 (675 SHP) 51 ( ( ( ( Ii . It is activated by moving the DAY/NIGHT switch to NIGHT. The windshield ice detector light should not be relied on as the only means to detect ice. and a "pull-off" type circuit breaker. the red circles will become more diffuse and the area of red light will increase. " ( ( ( LOW AIRSPEED ADVISORY SYSTEM (Aircraft with large anti-ice panel) ( (' ( \. leading edge of the wing. 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. distinct red circles will be present above the 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. Components of the system include the ice detector light. If the windshield is clear of ice. a two-position toggle-type switch. This annunciator illuminates when the pitot heat switch is in the ON 'position and the airspeed is less than 105 knots ..r WING ICE DETECTOR LIGHT An ice detector light is flush-mounted in the left wing leadin. labeled ICE DET LIGHT.

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

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

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

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

• To check the heating elements and anti-ice timer for one complete cycle. WING. WING STRUT. 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. A CAUTION If. Deice Boot Circuit Breaker -. 3. MAIN LANDING GEAR LEG. This vibration may be more pronounced with the Hartzell composite propeller .PUSHED IN. expect a broken engine bleed air Hne and: . the system must be left on for approximately three minutes. ( ( IS1-14 For Training Purposes Only 25 June 2001 . during the 18-second cycle. If instrument vacuum is below normal and/or there is an audible leak in the forward cabin or left wing root area. approximately 3 seconds each time. engine roughness or vibration develops or persists that is not traceable to icing or another cause. plan a landing at the nearest airport. and check the security of the anti-ice boots and leads as a possible cause. Leave icing conditions as soon as possible using available nonvacuum powered instruments for attitude information.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. after leaving Icing conditions. 1. The deice pressure annunciator should illuminate 3 times.CHECK. 2. Suction Gage -. reduce propeller RPM to smoothest condition.

( • With heavy Ice accumulations on the horizontal stabilizer leading edge. Then retract flaps In Increments while maintaining 5 to 10 knots extra airspeed. Leading Edges -. 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. Maintain a minimum airspeed of 105 KIAS or higher to stay above prestall buffet.OBSERVE horizontal stabilizer.MANUAL and HOLD for approximately 9 seconds. unless required for goaround. Do not retract the flaps once they have been extended. wing outboard and wing strut boots for any that may remain inflated. maximum continuous power and leave Icing conditions as soon as possible. and maintain extra airspeed consistent with available field length. • With Inoperative deice boots. ( ( 25 June 2001 51-151 For Training Purposes Only . allow altitude to decrease. It may not be possible to maintain altitude or proper glide path on approach. 4. If the deice pressure annunciator does not illuminate or any of the leading edge boots do not inflate: 6.' ( ( 3.( ( KNOWN ICING EQUIPMENT POH SUPPLEMENT If instrument vacuum is normal: MODEL 208 (675 5HP) 51 ( ( ( r-\. 5. Increase engine power to . wing inboard. In heavy Icing conditions. follow the procedures listed under Inadvertent Icing Encounters in Section 3 of the basic handbook.. Deice Pressure Annunciator -. LEADING EDGE DEICE BOOTS REMAIN INFLATED (Green Deice Pressure Annunciator Illuminated) 1. In this case. wing strut. main landing gear leg. If unable to maintain this airspeed. not to exceed 20°.OBSERVE (should illuminate within 6 seconds after activating boot press switch to MANUAL position). and stabilizer leading edges during an approach and landing. If there are unshed ice accumulations along the wing. Boot Press Switch -. "~.VISUALLY OBSERVE for simultaneous inflation of all visible leading edge boots. When landing is assured. 7. It Is Imperative that a safe airspeed be maintained. 8. . do not extend flaps while enroute or holding. Leave Icing conditions as soon as possible. ( ( ( ( ( ( A WARNING ( ( ( ( C::. select the minimum flap setting required. Boots -.

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

The possible load of 110 ·amps during a night cruise flight in icing conditions can be reduced . turn the SECONDARY switch to OFF. Left Pitot Heat and Right Pitot Heat Circuit Breakers -. 4. The failed generator (TRIP) . Fly the airplane using attitude. If ice begins to form near the pitot port (forward end) of the pitot/static tube: 5. 6. Refer to Section 5 of the basic handbook for airspeed and altimeter corrections when using alternate static air. 3. altitude. For airplanes equipped with the large windshield anti-ice panel. ( ( NOTE The static pressure alternate source is connected to the lefthand flight panel instruments only. to the standby electrical system capacity by turning off the following equipment: 1. In the event of a generator system failure. 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. (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. ' . I 25 June 2001 For Training Purposes Only S1-17 . Static Pressure Alternate Source Valve -.r--' 1.( KNOWN ICING EQUIPMENT POH SUPPLEMENT \ ( MODEL 208 (675 SHP) S1 ( ( HEATED PITOT/STATIC TUBE MALFUNCTION (l. 4. ( ( I ( ( .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. All external lights. 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) .EXPECT NO RELIABLE INDICATION. the alternator-driven standby electrical system has the capacity to supply essential equipment when nonessential loads are shed. Indicated Airspeed -. 3. and power instruments until leaving icing conditions.PULL ON. 2. GENERATOR · MALFUNCTION .

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

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

(Small Windshield Anti-ice Panel) Windshield Anti-ice Switch . and (2) that Icing conditions be avoided. not to exceed 765°C ITT or 101. Prop Anti-ice Ammeter -. SECONDARY Windshield Anti-ice Switch -. Prop Anti-ice Switch -. (Large Windshield·Anti·ice Panel). 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.MODEL 208 (675 8HP) IN FLIGHT S1 KNOWN ICING EQUIPMENT POH SUPPLEMENT ( ( I I 1. causing propeller unbalance and engine roughness. c. b.MONITOR. a malfunction has occurred and it Is imperative that (1) the system be turned off.AUTO. a.ON.1900 RPM. it is recommended that the Maximum Climb Power rating be used (1900 RPM and 1865 FT-LBS. A CAUTION If the ammeter indicates unusually high or loW amperage during the 90-second cycle of operation. ( ( I I 81-20 25 June 2001 For Training Purposes Only .AUTO.AUTO. When climbing through icing conditions. f. 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 . Inertial Separator Control -. Stall Heat Switch -. Repeat this procedure as required . if feasible. 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 . b. Propeller -. Power -.Bypass.Verify ON. NOTE ( ( Under non-Icing conditions (espeCially at night). since uneven anti-icing may result. e.AUTO. 2. During Icing Encounters: a.6% Ng) . d. Before Visible Moisture Is Encountered Below Approximately 4°C (40°F). PitoVStatic Heat Switch -. PRIMARY Windshield Anti-ice Switch -.INCREASE as required to maintain safe airspeed or to climb out of icing conditions.

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

• In rime ice conditions. d. NOTE • Deicing boots 'are intended for removal of ice after it has . cycling the deice boots increases stall speeds by up to 10 knots.ON as required. Do not repeat the deicing procedure until ice has again accumulated. ( ( 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.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 . e. This procedure is recommended due to the .AUTO and release. 1: Boot Press Switch -. using the deice system until approximately 1/2 to 3/4 inch of ice has accumulated. As with rime ice. Clear the accumulation with one or two cycles of operation. 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. Ice Buildup -. Ice Detector Ught Switch -. IS1-22 For Training Purposes Only 25 June 2001 . Also. The switch must be actuated after each complete boot cycle if additional cycles are .high drag penalties associated with clear ice shapes (double horn type). Do not repeat deicing procedure until ice has again accumulated. use multiple cycles of the deice system if required . • In clear ice conditions. required. accumulated rather than prevent its formation. best results can be obtained by not.MONITOR until approximately 3/8 to 3/4 inch thick on leading edges. These stalls are preceded by mild stall buffet which serves as a good warning. the airplane has exited the freezing rain or drizzle conditions.

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

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

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. wing strut. expect a 25% increase in landing distance. When making a landing approach using a 10 KlAS higher airspeed than normal. NOTE I { ( ( . main landing gear leg. Make appropriate allowances for the possibility of these losses occurring when planning a flight into or through forecast or reported icing conditions.( .( 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. Large changes ' in performance may occur with ice accumulation. increase the approach speed by 15 KlAS and allow for 40% longer landing distances. If a landing is performed with flaps up. ( ( ( 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. cargo pod nosecap and stabilizer deice boots and propeller anti-ice boots. and an additional 1 KTAS reduction as a result of landing gear strut and cargo pod deice boot installation. \. 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. ( ( ( ( 25 June 2001 For Training Purposes OnJy S 1-2S/S1-26 .

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

( ( ( ( ( ( ( ( ( ( ( APPROVED B~4<ffli~+<. 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.( ( ( ( ( ( ( ( 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.""f 7 APRI L. KANSAS .1998 Wendell W. REGISTRATION NO. USA 1 APRIL 1998 01352·S2-00 S2-1 For Training Purposes Only . Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL f) Member of GAMA ( ( ( COPYRIGHT " 1998 CESSNA AIRCRAFT COMPANY WICHITA.

NUMBER 82-1 thru S2-8 . Pages affected by the current revision are indicated by an asterisk(*) preceding the page number. o ( l ( 82-2 For Training Purposes Only 1 April 1998 .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. . Revision Level Date of Issue ( ( ( o (Original) 1 April 1998 LOG OF EFFECTIVE PAGES PAGE DATE ' 1 April 1998 REV.

The ELT emits an omni-directional signal on the international distress frequencies of 121. waterproof case and is mounted behind the aft cabin partition wall on the right side of the tailcone. solid-state transmitter powered by a lithium battery pack and is automatically activated by a deceleration sensing inertia "G" switch. The annunciator. 243.0 MHz. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( 1 April 1998 For Training Purposes Only S2-3 . General aviation and commercial aircraft.( ( ( ( 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. open the zipper in the aft cabin canvas partition. Also. 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. which conforms to EUROCAE EO-62 specifications. The Socata ELT consists of a self-contained dual-frequency.5 MHz and 243.5 MHz. A portable antenna is provided with the ELT 90 unit for portable operations. The ELT is contained in a high impact.0 MHz is monitored by the military. the FAA. illuminates when the ELT transmitter is transmitting. fire retardant. 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). Power for the transmitter is provided by an lithium battery pack inside the transmitter case. To gain access to the unit. and other civil aviation authorities monitor 121. which is on the remote control panel. which is designed to activate when the unit senses longitudinal inertial forces as required in E~-52. The ELT is operated .

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

207 1 April 1998 .Arms transmitter for automatic activation if "Gil switch senses a predetermined deceleration leveL 5. deactivating the transmitter and extinguishing the annunciators.' the remote · control panel should illuminate).Remotely activates transmitter for . To deactivate transmitter after manual activation. deactivating the transmitter and extinguishing the annunciator. OFF -Deactivates transmitter during handling and following rescue. 6.' Used for test purposes and if "G" switch Is inoperative. test or emergency situations. After automatic activation by the "G" switch. the annunciator on the ELT will illuminate. The MAN RESET position bypasses the automatic activation switch. For Training Purposes Only 82-5 . AUTO -. After automatic activation by the "G" switch.Illuminates red to indicate the transmitter is transmitting a distress signal.Activates transmitter instantly. REMOTE CONTROL PANEL SWITCH (2-position toggle switch): MAN RESET -. MASTER FUNCTION SELECTOR SWITCH (3-position toggle switch): MAN RESET -. Figure 1. With Ihe switch in MAN RESET position. (If the ELT is installed in the airplane the red "XMIT ALERT" annunciator on . 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 . 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). REMOTE CONTROL PANEL ANNUNCIATOR: XMIT ALERT -.SOCATA ELT 90 (FRENCH) POH SUPPLEMENT MODEL 208 (675 8HP) 52 ( ( ( ( 4. Red "XMIT ALERT" annunciator on remote control panel illuminates to indicate that the transmitter is transmitting a distress signal. positioning the switch from AUTO 10 MAN RESET then back to AUTO resets the "Gil switCh. position the switch from MAN RESET to AUTO. AUTO -.Arms transmitter for automatic activation if "G" switch senses a predetermined deceleration level.

Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121. 2. AFTER SIGHTING RESCUE AIRCRAFT -. Ensure that antenna is clear of obstructions.5 MHz. ENSURE EL T ACTIVATION: a. If airplane radio is operable and can be safely used (no threat of fire . However. PRIOR TO SIGHTING RESCUE AIRCRAFT -. turn ON and select 121. terminating emergency transmissions. If no contact is established return the remote control panel switch to the MAN RESET position immediately. the ELT should be . NOTE When the ELT is activated. it is working properly.utilized as follows: NOTE ( ( The ELT remote control panel system could be inoperative if damaged during a forced landing . areas.MODEL 208 (675 SHP) 52 ( 80CATA ELT 90 (FRENCH) POH SUPPLEMENT ( ( SECTION 3 ( EMERGENCY PROCEDURES Before performing a forced landing. 1.Positiori remote control panel switch to the AUTO . If inoperative. Do not activate radio transceiver. activate the ELT transmitter by positioning the switch on the remote cortrol panel to the MAN RESET position. or explosion). FOLLOWING RESCUE -. the inertia "G" switch will activate automatically. If the ELT can be ( heard transmitting. c. 4.5 MHz.Conserve airplane battery. 82-6 For Training Purposes Only 1 April 1998 . Position remote control panel switch to the MAN RESET position even if annunciator light is already on. Immediately after a forced landing where emergency assistance is required . b. especially · in remote and mountainous \.. to turn the ELT OFF and ON again requires manual switching of the master function selector switch which is located on the ELT unit. The red "XMIT ALERT" annunciator on the remote control panel should be illuminated. a decreasing tone will be heard before the typical warbling tone begins.Position remote control panel switch from the MAN RESET position to the AUTO position to prevent radio interference. position. 3.

then immediately reposition the remote control panel switch to the AUTO position. The annunciator should illuminate. Permit only three emergency tone transmissions. Reconnect antenna cable to ELT. Following a lightning strike. If the remote control panel illuminates. the ELT may activate . 9. the ELT has inadvertently activated itself. Reposition ELT master function selector switch to AUTO. If the remote control panel annunciator is illuminated or an emergency tone is heard. 4. Turn airplane battery switch and avionics power switches ON. ( ( ( ( 6. Place remote control panel switch in the MAN RESET position. Another way to check is to select 121. Place the ELT master function selector switch in the OFF position. Turn airplane transceiver ON and set frequency to 121. 2.5 MHz. Verify that the transmitter annunciator light on the ELT and the remote control panel annunciator on the instrument panel are illuminated. INSPECTIONfTEST 1.5 MHz on the radio transceiver and listen for an emergency tone transmission. the ELT automatically activates when the unit senses longitudinal inertia forces as required in EO-62. position the remote control panel switch to MAN RESET then back to AUTO to deactivate the transmitter. although no emergency exists. Place the ELT master function selector switch in the MAN RESET position. 8. ( ( ( 7.( ( ( ( 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. 5. NOTE ( ( ( ( ( ( ( ( ( ( Test should only be conducted within the first 5 minutes of each hour. 3. Disconnect antenna cable from ELT. The emergency locator transmitter should be tested every 100 hours. or an exceptionally hard landing. ( 1 April 1998 For Training Purposes Only 82-7 .

Your pOSition at the time the signal was first heard.121. positions should be given relative to a navigation aid. the ELT will produce sufficient signal to reach the airplane transceiver. 4. If pOSSible.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. ( .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 -. 2. yet it will not disturb other communications or damage output circuitry. battery pack replacement is required.5 MHz or 243. ( ( ( ( ( ( SECTION 5 PERFORMANCE There is no change to the airplane performance data when this equipment is installed. provide the bearing to the emergency signal with each reported pOSition. On receiving a signal. 3.0 MHz. IN-FLIGHT MONITORING AND REPORTING Pilots are encouraged to monitor 121 . Your position at maximum signal strength. • After accumulated.( 82-8 For Training Purposes Only 1 April 1998 . report the following information to the nearest air traffic control facility: 1. test or operation time equals 1 hour.5 MHz and/or 243. Your position at the time the signal was last heard. If the aircraft has homing equipment. NOTE • Without its antenna connected.

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. if the airplane is equipped with the Bendix/King Digital ADF (Type KR-87 with KI 227-01 Indicator). Corneil Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL f) Member of GAMA . 19'98 ( ( ( ( Wendell W . KANSAS.--" ( : COPYRIGHT 1) 1998 CESSNA AIRCRAFT COMPANY WICHITA. \. USA D1352-S3-00 1 APRIL 1998 S3-1 For Training Purposes Only .( ( ( ( ( ( ( (---: 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.". ( ( ( ( ( APPROVED B~4{ef.J0(..um·f 7 APRIL.

l Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.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 ( \. ( S3-2 For Training Purposes Only 1 April 1998 .ement. 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.

a built-in electronics timer. The Bendi)(/King Digital ADF can be used for position plotting and homing procedures. 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. Operating controls and displays for the Bendix/King Digital ADF are shown and described in Figure 1. The active frequency is continuously displayed in the left window. 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. Both pre-selected frequencies are stored in a non-volatile memory circuit (no battery power required) and displayed in . digitally tuned automatic direction finder. it is possible to monitor either one without disrupting the other.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. Once aligned. until the reading matches that of the KI 525A Compass Card. The "flip-flop" frequency display allows switching between pre-selected "STANDBY" and "ACTIVE" frequencies by pressing the frequency transfer button. and for aural reception of amplitude-modulated (AM) signals. The system incorporates a KI 227-01 Indicator in conjunction with a KCS 55A Compass System. and a KA-44B combined loop and sense antenna. Intensity is controlled by the RADIO light dimming rheostat ( ( ( ( ( ( ( ( ( ( 1 April 1998 For Training Purposes Only S3-3 . The pushbutton controls and the bearing indicators are internally lighted. An elapsed timer which will count up or down for up to 59 minutes and 59 seconds. the two compass cards will track concurrently. An automatic flight timer that starts whenever the unit is turned on. The system is comprised of a receiver. Since both the flight timer and elapsed timer operate independently . This timer functions up to 59 hours and 59 minutes. When a preset time interval has been programmed and the countdown reaches :00. the display will flash for 15 seconds. 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. a bearing indicator. The built-in electronic timer has two se·parate and independent timing functions. while the right window will display either the standby frequency or the selected readout from the built-in electronic timer.self-dimming gas discharge numerics.

( ( ( ( ( ( 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 ..( ( KR-B7 RECEIVER 13 12 11 10 9 8 7 ( ( ( ( 15 .

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

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

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

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

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

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

..( ( ( ( (~ A Te"'..) SERIAL NO. 1998 Wendell W. 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. REGISTRATION NO.t1.". USA 1 APRIL 1998 01352-54-00 S4·1 For Training Purposes Only .f 7 APRIl..87 with KI 228-01 INDICATOR) ( ( (./~.. ( ( ( APPROVED B*dtffi~. KANSAS. --'. ( 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.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. if the airplane is equipped with the Bendix/King Dual Digital ADF System (Type KR·87 with 228-01 Indicator).: ' ':~.

.. Revision Level Date of Issue ( ( o (Original) ( 1 April 1998 ( LOG OF EFFECTIVE PAGES PAGE S4~1 ( ( DATE REV. .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. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. NUMBER 0 ( ( ( thru S4-10 1 April 1998 ( ( ( ( ( ( ( ( ( ( ( . ( 54-2 For Training Purposes Only 1 April 1998 . i ( \.

and for aural reception of amplitude-modulated (AM) signals. Operating controls and displays for the Bendix/King Djgital ADF are shown and described in Figure 1. it is possible to monitor either one without disrupting the other. Once aligned. When a preset time interval has been programmed and the countdown reaches :00. The pushbutton · controls and the bearing indicators are internally lighted. The system incorporates a KI 228-01 Indicator in conjunction with a KCS 55A Compass System. 1 April 1998 For Training Purposes Only S4-3 . This timer functions up to 59 hours and 59 minutes. The active frequency is continuously displayed in the left window. until the reading matches that of the KI 525A Compass Card. two KA-44B combined loop and sense antennas. and one dual-painter bearing indicator. Both pre-selected frequencies are stored in a non-volatile memory circuit (no battery power required) and displayed in self-dimming gas discharge numerics. The built-in electronic timer has two separate and independent timing functions. Intensity is controlled by the RADIO light dimming rheostat. The Dual Digital ADF system is comprised of two receivers.( 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. An elapsed timer which will count up or down for up to 59 minutes and 59 seconds. 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. ( The "flip-flop" frequency display allows switching between pre-selected "STANDBY" and "ACTIVE" frequencies by pressing the frequency transfer button. while the right window will display either the standby frequency or the selected readout from the built-in electronic timer. two built-in electronics timers. digitally tuned automatic direction finder. An automatic flight timer that starts whenever the unit is turned on. the two compass cards will track concurrently. 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 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 Bendix/King Digital ADF can be used for position plotting and homing procedures. the display will flash for 15 seconds.

Figure 1. 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 \.

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

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

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

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

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

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

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

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 .. 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 ( ( ( ( ( ( ! \ . ( ( S5-2 For Training Purposes Only 1 April 1998 ..".. 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.

( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( 234 14 13 7 12 11 ( ( ( 5 6 7 B 9 10 2685X6014 ( ( ( ( ( Figure 1. The KCS-55A compass system includes a slaving control and compensator unit. magnetic slaving transmitter and a directional gyro. Whenever the aircraft is in 'a turn and the compass card rotates. The information obtained from the KCS-55A compass system is displayed on the KI-525A Indicator. This meter indicates any difference between the displayed heading and the magnetic heading. Left or down deflection indicates a counterclockwise error of the compass card.( ( ( ( ( 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. Bendix/King KI-525A HSI Indicator (Sheet 1 of 3) 1 April 1998 For Training Purposes Only S5-3 . This system also incorporates a slaving meter. Right or up deflection indicates a clockwise error of the compass card. it is normal for this met~H to show a full deflection to one side or the other. 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.

8. 9.7°) deviation above or below glideslope beam centerline. A glideslope deviation bar displacement of 2 dots represents full scale (0.S5 MODEL 208 (675 SHP) 1.Positions the course bearing pointer (5) on the corripasscard (10) by rotating the course selector knob. Figure 1. KSC-55A SLAVED COMPASS POH SUPPLEMENT KI-525A HORIZONTAL SITUATION INDICATOR (HSI) . It indicates degrees of angular displacement from VOR radials and localizer beams.Iubber line (3) on GSI. 11. For Training Purposes Only 1 April 1998 . 2. TO/FROM INDICATOR FLAG .Flag is in view when the NAV receiver signal is inadequate. :' (Glideslope pointers not shown. Bendix/King KI-525A HSI Indicator (Sheet 2 of 3) S5-4 . the heading display is invalid. or displacement in nautical miles from RNAV courses. Glideslope _ pointers in view indicate a usable glideslope signal is being received. 12. THE BUG ROTATES WITH THE COMPASS CARD. COURSE SELECTOR KNOB . The selected VOR radial or localizer heading remains set on the compass card when the compass card (10) rotates.Indicates direction of VOR station relative to the selected course. The gyro is driven electrically. COURSE DEVIATION BAR (D-BAR) . HEADING SELECTOR KNOB . CARD _.POSITIONS THE HEADING BUG (14) ON COMPASS CARD (10) BY ROTATING THE HEADING SELECTOR KNOB. 3. LUBBER LINE .Indicate displacement from glideslope beam center. 6 7. Rotates to display heading of airplane with reference to .Provides a pictorial presentation of airplane deviation relative to VOR radials or localizer beams. 5.The center portion of the omni bearing pointer moves laterally to pictorially indicate the relationship of airplane to the selected course.Indicates selected VOR course or localizer course on the compass card (10) . It also displays glideslope deviations and gives heading reference with respect to magnetic north. NAV FLAG . COURSE BEARING POINTER . COMPASS .) ' GLIDESLOPE SCALES · .Indicate on the glideslope scale (8) airplane displacement from glideslope beam center. HEADING WARNING FLAG (HOG) . 10. DUAL GLIDESLOPE POINTERS .Indicates aircraft magnetic heading on compass card (10). 4.When flag is in view.

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

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 . 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. ( ( ( ( ( ( ( ( ( ( ( . 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.S5 MODEL 208 (675 SHP) KSC-SSA SLAVED COMPASS POH SUPPLEMENT ( ( . ( ( 8S-6 For Training Purposes Only 1 April 1998 .".

CeSSria ~ ( ( ( FAA Approved Airplane Flight Manual .1'9': COPYRIGHT 1)1996 CESSNA AIRCRAFT COMPANY WICHITA. ( ( ( ( APPROVEDBr4md{ff./998 ( ( ( ( . CESSNA MODEL 208 (675 SHP) SUPPLEMENT 6 NORTHERN AIRBORNE TECHNOLOGY NPX138 FM TRANSCEIVER ( ( ( ( ( ( ( ( ( (C '" ': -.~on Compa1l)l .i.- SERIAL NO..~ ". ( ( . REG ISTRATlON NO.( ( / \ ( ( ( ( Pilot's Operating Handbook and 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 when the airplane is equipped with The Northern Airborne Technology NPX138 FM Transceiver. ' ".'.i~ Hf". KANSAS. 1 APRIL 1998 ( 56·1 For Training Purposes Only . USA 01352-S6-00 o Member of GAM A ..f Wendell W. Cornell Executive Engineer Cessna Aircraft Company DelegationOplioll Manufacturer CE·3 ( ( DATEOFAPPROVAL 7 APRII.

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 .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. NUMBER 1 April 1998 o ( ( ( ( ( ( ( ( ( \.

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

SECTION 4 ' . will not be operational for this installation .">. ( SECTION 5 PERFORMANCE There are no changes to the airplane performance when this aVIOniC equipment is installed. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( \. except all guard features described I. ( .. a Radio Installation and Operation Manua'.re the same as those in the NPX Panel Mount ..: . ( :::. ( ( S6-4 For Training Purposes Only 1 April 1998 . 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 . However..

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

NUMBER o 87-2 For Training Purposes Only . Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. Date of Issue 1 April 1998 ( ( o (Original) ( LOG OF EFFECTIVE PAGES .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. ( PAGE S7-1 thru 87-9/87-10 DATE 1 April 1998 REV. ( ( Revi'slon Level .

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

Air Conditioning System S7-4 For Training Purposes Only 1 April 1998 . 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. the sight gless Is Ilccesslble beneath an Inspection cover behind the front passenger ' s S811t . VAPOR REFRIGERANT DRAIN LINE ._ 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 . 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.ELECTRICAL CONNECTION MECHAN I CAL CONNECT I ON ( ( ( 2665T1006 Figure 1. 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 = .. Schreder valves ere acceSSible fol' serviCing through the engine comportment .~o . 5IDE) VENTILATING AIR I NLET I IN UPPER t====:::::. _.A I R DIIlIIIIJII"'I( flll6 CD.MODEL 208 (675 SHP) S7 AIR CONDITIONING SYSTEM POH SUPPLEMENT TO SYSTEM COMPRESSOR AND EVAPORATOR fAN SII ITCHES COMPRESSOR CONDENSER CONDENSER AIR INLET~ 0. ( ..

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

OPEN. Check compressor condition and drive belt for tightness. Check hoses (where visibility permits) from compressor to the condenser and evaporators for evidence of damage or leakage.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 .. ( ( t \ J ~ •• l. · \ NORMAL PROCEDURES PREFLIGHT INSPECTION During the preflight (walk around) inspection. 3.Air Conditioning Fan Switches -. 6. 2.PUSHED IN. Overhead Air Outlets ". Check condenser inlet and outlet louvers on lower left side of cowling for installation. 5. . 4. Fuel Condition Lever -. and blockage.CLOSE.CLOSED. air conditioning system is installed. 7. Instrument Panel Vent Controls -. open cabin doors to aid in cool-down of the cabin .HIGH. 2. ( ( 1. use the following procedures for quickest reduction of hot cabin temperatures prior to takeoff: Cabin Doors and Windows -. OPERATION ON GROUND After preflight inspection and engine start. condition.L" " S7-6 For Trai?ing Purposes Only 1 April 1998 .ADVANCE as required tor minimum Ng ot ·54 percent. Overhead Vent Air Outlets -.COOL.before flight. 3. Air Conditioning Switch -. Air conditioning system components should be inspected as follows: SECTION 4 1.

and therefore should be avoided. 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. switches to LOW if desired. Later in the flight.REPOSITION air conditioning fan ( ( { 1. 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. operation of the fans on LOW speed and opening of the overhead vent air controls may be more comfortable. increase Ng to 60-65 percent for a higher air conditioning compressor RPM. ( ( 1 April 1998 For Training Purposes Only S7-7 . BEFORE TAKEOFF ( ( ( ( • ( ( ( ( • ( ( R After Initial Cool-Down -. Refer to Section 5 for takeoff power. Air Conditioner Switch -. If the temperature of the air coming from the outlets does not start to cool within a minute or two.( ( AIR CONDITIONING SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 57 ( A CAUTION Under extremely hot OAT and/or high ground elevation conditions. OPERATION IN FLIGHT ( ( ( (~./ Initially. 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.AS DESIRED (OFF or VENTILATE if takeoff torque is below 1865 ft-Ibs). the system may be malfunctioning and should be turned off.

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

. reduce this setting by 40 ft-Ibs when the air conditioner is operating. ( '\ 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 . above the critical altitude for 675 SHP (ITT at maximum climb ITT limit and torque below 1865·ft-lbs). ( ( ( ( ( ( ( ( (J:.CO ( ( ( 1 April 1998 For Training Purposes Only S7-9/S7-10 . When the air conditioner is operating (compressor engaged). CLIMB When climbing at altitudes . the following additional' performance changes are also applicable: TAKEOFF The air conditioner installation has no appreciable effect on takeoff distances.( ( ( AIR CONDITIONING SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 57 ( ( ( . 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.

· ( ( ( For Training Purposes Only .

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

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. NUMBER 88-1 thru 88-4 1 April 1998 o 88-2 For Training Purposes Only 1 April 1998 . of this supplement. 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.

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.. the following placards must be installed 1.. With cargo door removed... Removal of the cargo doors requires that the spoiler be installed. On aft side of spoiler: PASSENGER AIRSTAIR DOOR MUST NOT BE OPENED IN FLIGHT WITH CARGO DOOR REMOVED r": ~. A WARNING With the cargo doors removed and the spoiler Installed.j 1 April 1998 For Training Purposes Only S8-3 .. etc. Removal of the cargo doors is not approved in conjunction with installation of the amphibian or floatplane options. Intentional stalls with cargo doors removed prohibited.( CARGO DOORS REMOVED KIT POH SUPPLEMENT MODEL 208 (675 SHP) S8 ( ( SUPPLEMENT ( \ . aerial photography. maximum airspeed must not exceed 155KIAS..'- ( ( 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. ( ( SECTION 2 LIMITATIONS 1. 2. emergency air drops. 3.. 4.

( 200 feet. however. For example. With the cargo doors removed kit installed. result. NORMAL PROCEDURES Both cargo doors (upper and lower) must be removed in order to install the spoiler.is flown with the cargo doors removed kit installed since significant performance decrements . flight characteristics are essentially unchanged. Adjacent to the static pressure alternate source valve: CAUTION WITH CARGO DOORS REMOVED. Face protection is also recommended for passengers near the door opening. all loose equipment should be removed ' or secured.MODEL 208 (675SHP) S8 CARGO DOORS REMOVED KIT POH SUPPLEMENT 2. maximum rate of climb is reduced by approximately 150 ' . Installation of the spoiler substantially reduces airflow buffeting in the cabin. FPM. 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. DO NOT USE ALTERNATE STATIC SOURCE. and cruise speed is reduced by approximately 15 knots. 3. takeoff distance is increased by as much as \" . S8-4 For Training Purposes Only 1 April 1998 . On the pilot's instrument panel near the airspeed indicator:. SECTION 4 SECTION 5 PERFORMANCE Airplane performance information ' provided in the basic handbook does not apply when the airplane ..

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

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. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. NUMBER o 89-2 For Training Purposes Only 1 April 1998 . 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.

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

FLOOR LOADING 30 LBS. FT. NO SHARP EDGES AFT COMPARTMENT MAX. COMPARTMENT MAX. PER SQ. FLOOR LOADING . FT. WEIGHT 230 LBS. PER SQ. FLOOR LOADING 30 LBS. MAX. Landing -. b. a. MAX.As soon as practical. MAX.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. FT. Airspeed -. NO SHARP EDGES eTR. WEIGHT 280 LBS. WEIGHT 310 LBS. Approach -.NORMAL.AVOID A NOSE-HIGH FLARE. PER SQ.MAINTAIN LESS THAN 125 KIAS. 30LBS. COMPARTMENT MAX. NO SHARP EDGES . 89-4 For Training Purposes Only 1 April 1998 . 2. SECTION 3 EMERGENCY PROCEDURES INADVERTENT OPENING OF AIRPLANE DOORS IN FLIGHT CARGO POD DOOR(S) OPEN 1. Land -.

W :r ( ( ( a ( ( ( a 5 10 15 20 25 30 35 40 45 50 GRQUND DISTANCE .000 12...NAUTICAL MILES 26856035 ( ( ( ( ( ( ("~. ( 20.' ( f\. Figure 1.000 18. Maximum Glide ( 1 April 1998 ( 89-5/S9-6 For Trainine Purposes Only . .ELLER FEATHERED 1_-1-_40 * FLAPS UP * ZERO WIND ~~--4--~ ( ( u.000 16.000 10.( ( CARGO POD ( ( POH SUPPLEMENT MODEL 208 (675 SHP) 59 ( / '.000 f- ( ( * PROP.000 8000 6000 4000 2000 ( ( ( LU ~ a: f- z a: LU ( III ~ 0 > ( ( ( :r f- (" ~ (!) . 14.

( { For Training Purposes Only .

. if the airplane is equipped with an Astro Tech LC-2 Digita I Clock ( ( ( ( ( ( APPROVEDB~U"Rfi(.M'n'f Wendell·W . REGISTRATION NO. USA o Member of GAMA 1 APRIL 1998 ( { 01352-810-00 ( 810-1 For Trajning Purposes Only .•.( ( ( ( ( ( ( ( ( ( ( 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-'~~ ( ( ( ~./ COPYRIGHT (J 1998 CESSNA AIRCRAFT COMPANY WICHITA...) .I998 ( r· .' ( SERIAL NO. KANSAS.. 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. Cornell EXBculive Engineer Cessna Aircraft Company Delegalion Option Manufacturer CE-3 ( ( ( DATE OF APPROVAL 7 APRII. .. ( ~."'.

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. indicated by an asterisk (*) preceding the page number. Pages affected by the current revision are . NUMBER 1 April 1998 o 810-2 1 April 1998 For Training Purposes Only . Revision Level Date of Issue 1 April 1998 o (Original) LOG OF EFFECTIVE PAGES PAGE 810-1 thru 810-7/810-8 DATE REV. .

In addition. the calendar date. The digital display features an internal light (back light) to ensure good visibility under low cabin lighting conditions or at night. Three push button type switches directly below the display control all time keeping functions. and the elapsed time interval between a series of selected events. press the LH and RH buttons at the same time. solid state time keeping device which will display to the pilot the time-of"day. 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. such as in-flight check points or legs of a cross-country flight. etc. ( ( ( EMERGENCY PROCEDURES SECTION 3 ( ( ( (~":: There is no change to the airplane emergency procedures 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. the display incorporates a test "function (see Figure 1) which allows checking that all elements of the display are operating. The intensity of the back light is controlled by the L FLT PANEL lights rheostat. These control functions are summarized in Figure 2 and 3. 1 April 1998 For Training Purposes Only S10-3 . ( ( ( ( ( ( ( ( ( ( ": \.< " ( ( ( ( ( ( SECTION 2 LIMITATIONS There is no change to the airplane limitations when the digital clock is installed. To activate the test function.

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

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

Reset the display to "zero" by press. Press the RH \ button to cause the month to advance at one per second (holding button). USing the RH button as before. again to cause the day of month to appear flashing. Pressing the LH button two additional times will cause the time to appear with the hours digits flashing. Instead. then advance as before using RH button until correct day of month appears. This may be corrected the following day by resetting the mode back to March 1. do not advance the minutes digits while they are flashing. In such a case. S10-6 1 April 1998 For Training Purposes Only .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. ing the LH button. 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. Push the LH button . press the LH button again. advance the hour digits to the correct hour as referenced to a known time standard. press the RH button to restart normal clock timing. \~. or one per push until the correct month appears. however. and the date will advance to March 1. February 29 of each leap year is not programmed into the calendar mode. 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. the date advances automatically at midnight each day. for example when changing time zones. In some instances. Once set correctly. . which will now be synchronized to the time standard. Another push of the LH button will now cause the minutes digits to flash .{ . At the exact instant the time standard reaches the value "held" by the display. it may not be necessary to advance the minutes digits of the clock. and the clock returns to the normal time keeping mode without alerting the minutes timing.

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

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

REGISTRATION NO • . Executive Engineer Cessna Aircraft Company DelegalionOplion Manufacturer CE·3 ( DATE OF APPROVAL ( f) . ( ( ( ( ( ( ( ( ( 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 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.. USA 01352-511-00 1 APRIL 1998 S11-1 For Training Purposes Only .Member of GAMA ( ( () COPYRIGHT c 1998 CESSNA AIRCRAFT COMPANY WICHITA.+<*"~'f 7 APR11. Corneil .1998 ( Wendell W. APPROVED B~4dfJ/:r.

NUMBER ( ( ( o ( ( ( ( ( ( ( ( ( ( S11~2 . Pages aHected by the current revision are indicated by an asterisk (*) preceding the page number. 1 April 1998 For Training Purposes Only .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.

a red momentary pushbutton autopilot disengage/trim disconnect switch labeled APITRIM DISC. 1 April 1998 For Training Purposes Only S11-3 . When the dual segments of -the trim switch are in . system.the center off position. thus stopping movement of the trim tabs and elevator trim wheel. 3-position trim . SECTION 1 GENERAL ( ( ( ( R.. 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. During normal operation of the electriC elevator trim . and an override slip clutch) moves the trim tabs in the selected direction.----· ( ('< ( ( 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. 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. the "pull-off" circuit breaker is on the left sidewall switch and circuit . and a "pull-off" type circuit breaker.switch with each segment labeled DN and UP. The dual segmented trim switch and pushbutton autopilot switch are located on t he left control wheel grip. The system is controlled by a dual-segmented. breaker panel. ( ( ( ( ( SECTION 2 LIMITATIONS There is no change to the airplane limitations when the electric elevator trim system is installed.( ( ELECTRIC ELEVATOR TRIM SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 511 ( ( ( / . conversely pulling the dual segments aft to the UP ppsition moves the tabs and trim wheel in the -"nose up" direction. labeled ELEV TRIM. a trim actuator (which includes an electric motor.<- SUPPLEMENT f: ( ELECTRIC ELEVATOR TRIM SYSTEM \. the trim actuator is disconnected from the trim system and does not impede manual adjustment olthe trim tabs by the elevator trim wheel.

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

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

( 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.&ee4~Lt+""f 7 APRIl. REGISTRATION NO. KANSAS. ( ( ( ( APPROVED B!J/e. USA D1352-S13-00 1 APRIL 1998 813-1 For Training Purposes Only . 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. if the airplane is equipped with a fuel totalizer system.( ( ( ( ( ( \. ( ( ( ( ( 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.I998 Wendell W.

~<. ( ( ( of this supplement.:.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 '... Revision Level Date of Issue 1 April 1998 ( a (Original) ( ( LOG OF EFFECTIVE PAGES PAGE DATE 1 April 1998 REV. indicated by an asterisk (*) preceding the page number. ( S13-2 For Training Purposes Only 1 April 1998 . NUMBER ( ( 813-1 thru 813-4 a ( ( ( ( ( ( ( ( ( ( ( ( ( ( :.. Pages affected by the current revision are . ( .

DISPLAY PANEL LOCK (~. respectively. 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.. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( { r ( ( ( PUSHBUTTON . The indicator (see Figure 1) is located on the right side of the instrument panel and is labeled . systems are protected by "pull-off" type circuit breakers labeled FUEL FLOW and FUEL TOTAL. A display pushbutton lock located below the pushbutton can be rotated to engage the button and prevent inadvertent zeroing of the display. 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. Figure 1. Fuel Totalizer Indicator 26B5X1088 ( 1 April 1998 For Training Purposes Only S13-3 . The fuel flow indicator and fuel totalizer.DISPLAY RESET @ FUEL CONSUMED PUSHBUTTON ~+--. In operation. FUEL CONSUMED. The display can be reset by means of a display reset pushbutton mounted to the left of the display. The totalizer system utilizes the fuel flow indicator system circuitry and an additional signal conditioner and totalizer indicator to display pounds of fuel consumed. POUNDS. A five-digit display is centered in the indicator.

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

. KANSAS..<. DATE OF APPROVAL ( ( ( (..<W"~ 7 ApR. REGISTRATION NO.o)' . . ~ ( ( ( ( ( ( ( APPROVED a:iwd(ffJ/: C.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. USA 01352-814-00 1 APRIL 1998 ( ( S14-1 For Training Purposes Only \ .( ( ( ( :.:: f" A T".I998 f) Member of GAMA ( Wendell W. l. 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 an inflight openable cargo door.:.... Cornell Executive Engineer Cessna Aircraft Company DelegationOplion Manufacturer CE-3. COPYRIGHT Cl 1998 CESSNA AIRCRAFT COMPANY WICHITA.4.....

( Revision Level .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. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. Date of Issue o (Original) 1 April 1998 ( LOG OF EFFECTIVE PAGES PAGE S14-1 thru 814-10 DATE REV. NUMBER ( ( 1 April 1998 o ( ( ( ( ( S14-2 For Training Purposes Only 1 April 1998 .

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

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

Intentional stalls with the cargo door open are prohibited. PLACARDS A WARNING ( ( ( The following placards must be Installed and their limitations observed when the cargo door Is open In flight. 3. Maximum Speed With Door Closed: 175 KIAS. 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. Intentional flights into known icing conditions are prohibited with spoiler installed. 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. 1. 2. 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 . Operation with the cargo door open is not approved for airplanes with floats installed. Maximum Speed With Door Open: 155 KIAS.

e•. LIFT DOOR OR TURN TORQUE TUBE ( EMERGENCY PROCEDURES CARGO DOOR FAILS TO OPEN OR CLOSE SECTION 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.( ( Improper . REMOVE THIS COVER 2. S14-6 For Training Purposes Only 1 April 1998 .S14 MODEL 208 (675 SHP) INFLIGHT CARGO DOOR POH SUPPLEMENT 3. DO NOT USE ALTERNATE STATIC SOURCE ( 4. However.positioning of the pilot's switch or a tripped circuit breaker are the most likely causes if the cargo door will not operate electrically. PULL DISCONNECT PIN 3. Adjacent to static pressure alternate source valve: . 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. ( CAUTION WITH CARGO DOOR OPEN. 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. Near aft end of system torque tube: FOR MANUAL DOOR OPERATION 1.

The pin can be checked for proper installation in the aft end of the overhead torque tube.. The door Is capable of exerting severe pressure while closing. SECTION 4 ( ( ( ( ( (t~) 1 April 1998 For Training Purposes Only 814-7 . Note the illumination of the CARGO DOOR IN TRANSIT light while the door is in transit. not to lay their hands on areas such as the door sill during testing of door operation. if necessary. 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. operate the cargo door to the full open and closed position using both the pilot's switch and the aft control switch. Approximately 30 seconds are required to open or close the door.etc.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. ( ( ( ( ( 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. The position of the aft switch has no affect on the operation of the pilot's switch.( ( ( INFLIGHT CARGO DOOR POH SUPPLEMENT . Pulling the emergency disconnect pin will disconnect the torque tube drive mechanism from the motor mechanism and allow the door to be moved manually. Grasp the bottom section of the door to move the door or rotate the torque tube by hand. etc. Caution passengers who might be present during preflight inspectlons. ( ( ( NORMAL PROCEDURES PREFLIGHT INSPECTION With the battery switch ON. and the DOOR WARNING annunciator while the door is in all positions except full closed. DOWN position.

the pilot's switch must be placed in its center pOSition to power the aft switch. ( ( \ { ( 814-8 For Training Purposes Only 1 April 1998 . and the spoiler (if installed) for security of attachment. NOTE The upper aft passenger door is also electrically connected to the DOOR WARNING annunciator. Inspect the cargo door. 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. Ensure that all loose equipment in the cabin is removed or secured. 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.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. 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. functionally test the operation of the jump light system (if installed) by turning the jump light switch momentarily from OFF to the RED. door tracks and visible mechanisms for security and wear. The door is capable of exerting severe pressure while closing.

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

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

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.( ( ( ( ( ( ( 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.. USA Member of GAMA ( ( 1 APRIL 1998 ( D1352-S16-00 ( S16-1 For Training Purposes Only . ifthe airplane is equipped with the optional2-port oxygen system. KANSAS.drf{'1/:r:. ( ( ( ( ( ( ( ( ( APPROVED ( ( ( ( B:J/e. REGISTRATION NO. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL f) COPYRIGHT Q 1998 CESSNA AIRCRAFT COMPANY WICHITA. 1998 Wendell W.uwt'f 7 APRI L.

( ( ( ( Revision Level Date of Issue 1 April 1998 o (Original) ( ( LOG OF EFFECTIVE PAGES PAGE 816-1 thru S16-8 DATE REV. 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. NUMBER 1 April 1998 o ( ( ( ( ( ( ( 816-2 For Training Purposes Only 1 April 1998 .( ( .

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

( ( ( ( S16-4 For Training Purposes Only 1 . The oxygen cylinder. under a pressure of 1850 PSI at 70°F.67 cubic feet of aviator's breathing oxygen (Spec. 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. 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. MIL-O-2721 0). and the temperature rise resulting from compression of the oxygen.MODEL 208 (675 SHP) 516 2-PORT OXYGEN SYSTEM POH SUPPLEMENT NOTE (Continued) If an optional microphone-headset combination has been in use. It . contains 50. Filling pressures will vary. A switch is incorporated on the lefthand control wheel to operate the microphone.April 1998 . due to ambient temperature in the filling area. With the exception of the shutoff function . (21°G). however. AMBIENT · TEMP (FO) 0 10 20 30 40 . when fully charged. the microphone . FILLING PRESSURE (PSIG) 1650 1700 1725 1775 · 1825 FILLING PRESSURE (PSIG) 1875 1925 1975 2000 2050 ( . AMBIENT TEMP (P) 50 60 70 80 90 ( Figure 1. No.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. ead from this equipment is already I plugged into the microphone jack.

res. check that the face masks and hoses are accessible and in good condition . or periods of physiological or emotional disturbances.211 . by noting the oxygen pressure gauge reading . As described in the Cessna booklet "Man At Altitude. check to be sure that there is an adequate oxygen supply for the trip. merely filling to 1850 PSI will not result in a properly filled cylinder. and referring to the Oxygen Duration Chart (Figure 2)." it 'is often advisable to use oxygen at altitudes lower than 12. Prior to flight. Supplemental oxygen should be used by all occupants when cruising above 12. Also. grease or other lubricants in contact with oxygen create a serious fire hazard. Also. SECTION 2 LIMITATIONS There is no change to the airplane limitations when oxygen equipment is installed. and such contact must be avoided when handling oxygen equipment. A WARNING 011. EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when oxygen equipment is installed.500 feet. Fill to pressures indicated in Figure 1 for ambient temperatu.2-PORT OXYGEN SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) 516 Because of this.500 feet under conditions of night flying. the habitual and excessive use of tobacco or alcohol will usually necessitate the use of oxygen at less than 10.000 feet. fatigue. SECTION 4 1 April 1998 For Training Purposes Only S16-5 . refer to FAR 91. SECTION 3 NORMAL PROCEDURES For FAA requirements concerning supplemental oxygen.

Oxygen Duration Chart S16-6 For Training Purposes Only 1 April 1998 ..516 ' MODEL 208 (675 SHP) 2-PORT OXYGEN SYSTEM POH SUPPLEMENT ( ( OXYGEN DURATION CHART (50.67 CUBIC FEET CAPACITY) NOTE: . ( ( OXYGEN DURATION IN HOURS NUMBER OF PERSONS = TOTAL HOURS DURATION ( 1700 1600 1500 1~OO 1300 1200 ~ :: I iii 1100 ( .:l a0 1 2 3 ~ 5 6 7 8 9 10 2685T1051 OXYGEN DURATION .(HOURS) lONE PERSON ONLY) Figure 2. 1000 900 cr: cr: 0..( I..:l <0: UJ <. UJ I' ( U'l U'l UJ :::::> BOO 700 600 500 400 300 200 100 <.

After intersecting the . The following procedure outlines the method of finding the duration from the chart.SELECT. lipstick. 1700 PSI of ' pressure will safely sustain the pilot only. 2. flow rates are not predictable. Mask and Hose -.use the oxygen system. drop read the down vertically to the bottom of the chart and duration in hours given on the scale.000 feet altitude for two persons is 3 hours. lip balm. Be sure hands and clothing are oil-free before handling oxygen equipment. When ready to. 3. As an example of the above procedure. 2.000 feet altitude. proceed as follows: 1. 1. for 6 hours. grease. flying at 20. Note the available oxygen pressure shown on the pressure gauge. NOTE Reliance on oxygen available below 200 ' PSI is not recommended. If a right front passenger is aboard. Oil. Delivery Hose -. line. 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. the total duration at 20. Adjust mask to face and adjust metallic nose strap for snug mask fit. then go across the chart horizontally to the right until you intersect the line representing the altitude at which the flight will be conducted. At this reduced pressure.PLUG INTO OUTLET nearest to the seat you are occupying.( 2-PORT OXYGEN SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) S16 ( ( ( c--' ( ( ( ( ( The Oxygen Duration Chart (Figure 2) . ( ( ( ( ( ( ( ( (" ( ( ( ( ( ( ( ( A WARNING Permit no smoking when using oxygen. should be used in determining the usable duration (in hours) of the oxygen supply in your airplane. and other fatty materials constitute a serious fire hazard when In contact with oxygen. ( ( (j ( 1 April 1998 For Training Purposes Only S16-7 . soap. Locate this pressure on the scale on the left side of the chart.

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

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

Pages affected by the currerit revision are indicated by an asterisk (*) preceding thepage number.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. ( ( ( ( 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. NUMBER ( ( ( a ( ( ( ( ( ( ( ( ( ( ( ( ( ( S17-2 For Training Purposes Only 1 April 1998 .

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

FILLING PRESSURE . (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 1.517 MODEL 208 (675 SHP) 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT ( ( ( ( NOTE (Continued) If an optional microphone-headset combination has been in use. ( -. ( '. Filling pressures will vary. No.. 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. due to ambient temperature in the filling area. F however. when fully charged.95 cubic feet of aviator's breathing oxygen (Spec. MIL-O-2721 0). ( ( S17-4 For Training Purposes Only 1 April 1998 . A switch is incorporated on the lefthand control wheel to operate the microphone. ( ( \ . The oxygen cylinder. 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. contains 116.the microphone jack so that the adapter cord from the oxygen mask microphone can be plu~1ged into the jack. With the exception of the shutoff function. the microphone lead from this equipment is already plugged into the microphone jack. It will be necessary to disconnect this lead from . under a pressure of 1850 PSI at 70D (21 DC).

the habitual and excessive use of tobacco or alcohol will usually necessitate the use of oxygen at less than 10..500 feet. and referring to the Oxygen Duration Chart (Figure 2) .( 1a-PORT OXYGEN SYSTEM POH SUPPLEMENT 517 MODEL 208 (675 SHP) ( ( -Because of this. refer to FAR 91.211 . -'~. Also. Supplemental oxygen should be used by all occupants when cruising above 12.) EMERGENCY PROCEDURES There is no change to the airplane emergency procedu res when oxygen equipment is installed. As described in the Cessna booklet "Man At Altitude. grease or other lubricants in contact with oxygen create a serious fire hazard. and such contact · must be avoided when handling -oxygen equipment. ~ . check that the face masks and hoseS are accessible and in good condition. SECTION 3 ( ( NORMAL PROCEDURES For FAA requirements concerning supplemental oxygen.000 feet. ( ( [-. Fill to pressures indicated in Figure 1 for ambient temperatures. A WARNING ( ( ( 011. ( SECTION 2 LIMITATIONS When oxygen is being used by passengers at night. or periods of' physiological or emotional disturbances. merely filling to 1850 PSI will not result in a properly filled cylinder.500 feet under conditions of night flying." it is often advisable to use oxygen at altitudes lower than 12. the reading light above each passenger using oxygen must be turned on in order to check face mask hose flow indicator.J Prior to flight. check to be sure that there is an adequate oxygen supply for the trip. fatigue.:. by noting the oxygen pressure gauge reading. SECTION 4 ( ( ( ( ( ( ( ( . Also. 1 April 1998 For Training Purposes Only 517·5 .

W BOO 700 600 500 400 300 200 100 ( <.::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.::l cC <. Oxygen Duration Chart 517-6 For Training Purposes Only 1 April 1998 ..517 MODEL 208 (675 SHP) 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT" OXYGEN DURATION CHART (116.

for 16 hours. 2. and other fatty materials constitute a serious fire hazard when In con. 1. soap. flying at 15. proceed as follows: 1. then go across the chart horizontally to the right until you intersect the line representing the altitude at which the flight will be conducted. grease. Adjust mask to face and adjust metallic nose strap for snug mask fit. Locate this pressure on the scale on the left side of the chart.tact with oxygen. As an example of the above procedure.PLUG INTO OUTLET nearest to the seat you are occupying. Note the available oxygen pressure shown on the pressure gauge. When ready to use the oxygen system. drop down vertically to the bottom of the chart and read the duration in hours given on the scale. flow rates are not predictable. 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.(Figure 2) should be used in determining the usable duration (in hours) of the oxygen supply in your airplane.o/ /' 1 AprillQ98 . Delivery Hose -. lipstick.000 feet altitude. 1700 PSI of pressure will safely sustain the pilot only.6 hours or 1 hour and 36 minutes.SELECT. NOTE Reliance on oxygen available below 200 PSI is not recommended. After intersecting the line. S17-7 For Training Purposes Only ( ( l. 2. the total duration at 15. If 9 passengers are aboard. lip balm. Be sure hands and clothing are oil-free before handling oxygen eqUipment.000 feet altitude for 10 persons (pilot and passengers) is 1. At this reduced pressure. 011.( 1O-PORT OXYGEN SYSTEM POH SUPPLEMENT MODEL 208 (675 SHP) S17 ( ( ( (' \ . 3. The Oxygen Duration Chart . The following procedure outlines the method of finding the duration from the chart. Mask and Hose -. ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( A WARNING Permit no smoking when using oxygen.

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

( ( ( ( ( ( (~') ( 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.. KANSAS. ( ( ( 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. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE-3 ( DATE OF APPROVAL ( I) Member of GAMA ( c. ( ( ( APPROVED B~&ffi0w+1'" f 7 APRII. REGISTRATION NO.. " COPYRIGHT " 1998 CESSNA AIRCRAFT COMPANY WICHITA. USA 01352-518-00 1 APRIL 1998 ( S18-1 For Training Purposes Only ./998 ( Wendell W.

Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. .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. NUMBER S 18-5/S 18-6 o ( ( ( ( ( ( ( ( ( ( S18-2 For Training Purposes Only 1 April 1998 . Revision Level Date of Issue ( o (Original) 1 April 1998 LOG OF EFFECTIVE PAGES PAGE S18-1 thru DATE 1 April 1998 REV.

checked by monitoring an ammeter. ( ( ( ( ( ( SECTION 2 LIMITATIONS There is no change to the airplane limitations when the propeller anti-ice system in installed. The system is protected by two "pull-off" type circuit .breakers. In the event of a malfunction in the anti-ice timer. on the de-ice/anti-ice switch panel. the electrical circuit is utilized to prevent activation of the 'propeller antiice system in the AUTO mode without the engine running. intentional flight into known icing conditions is prohibited. unless a complete flight into known iCing equipment package is installed. ( ( ( ( NOTE ( ( ( '. The system is' operated by a three-position toggle switch. labeled DE-ICE/ANTI-ICE. When the switch is placed in the AUTO (upper) position. : An oil-operated pressure switch installed in . 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 . 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.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. near the upper left corner of the instrument panel. PROP. Both circuit breakers are located on the left sidewall switch and circuit breaker panel. labeled PROP ANTI-ICE AMPS. a control circuit breaker labeled PROP ANTI-ICE CONT and a heater circuit breaker labeled PROP ANTI-ICE. The switch is off when placed in the middle position.

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

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

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

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

( S19-2 For Training Purposes Only 1 April 1998 . . NUMBER o ( ( ( . Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.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.

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

""~ ( ( 819-4 For Training Purposes Only 1 April 199B . 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. 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 lock is manually disengaged by turning the handle downward so that its trailing edge points nearly due aft. . however. A placard located below the lock · handle shaft on the left side of the tailcone explains the operation of the rudder gust lock. If these procedures are not followed the rudder and rudder pedals will be locked in the neutral position making ground steering impOSSible. the elevator lock should always be . 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. ( ( ( The rudder gust lock also has a fail-safe connection to the elevator \. 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 upward elevator deflection during rotation will disengage the rudder gust lock. ( engaged prior to engaging the rudder lock when securing the l ( airplane after shutdown. 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 rudder must be centered prior to engaging the rudder lock. When engaged.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. Because of the fail-safe system. the rudder is locked in the neutral position.

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

( ( ( ( ( ( 819-6 For Training Purposes Only 1 April 1998 . A CAUTION If the rudder gust lock is not disengaged manually or by tripping the fail-safe rudder lock release. steering on the ground by using the rudder pedals will not be possible.FULL UP then RETURN (to trip 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 -.LOCK (left side of tailcone stinger). NOTE Control lock must be engaged and the rudder must be centered prior to engaging rudder gust lock. ( I \. ( SECTION 5 PERFORMANCE There is no change to the airplane performance when this rudder gust lock is installed.

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

. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number.'''''••' DATE OF APPROVAL ( ( " FE..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.ItJtr.. ( ( 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.' ..'6"U~~'( ~oo I ( ( '-.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'''''..nItCo 4-u~&""'''E. 'hec.-C' FAA APPROVED tJfrII)ER FAA 21 SUBPART .n.:. ( ( ( 520-2 For Training Purposes Only 6 February 2001 ( .

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

S20 MODEL 208 (675 SHP) STANDBY ELECTRICAL SYSTEM POH SUPPLEMENT ..-. ( CODI ~ C RCUIT BREAKER I (PUl l ... 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 ( .R rv 1M flES1 STOR * OIOOf AEMOTE5EttSE . OFF PUSH·TO..RESETI fUSE BUS BA.

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

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

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

( ( ( ( ( ( ( ( "'C:'r 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. KANSAS. 1998 f) Member of GAMA COPYRIGHT Cl 199B CESSNA AIRCRAFT " COMPANY WICHITA..d<etJ/~ m ~ l' Wendell W. REGISTRATION NO. USA· 01352-S21-00 1 APRIL 1998 821-1 For Training Purposes Only . if the airplane is equipped with a ventilation fan. c APPRoveDB:J/e. Cornell Executive Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL 7 APRIl.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.

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.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. ( ( ( ( ( . NUMBER 821-1 thru 821-6 o .

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

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

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

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

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

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

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

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

. ( ( ( ( ( ( ( SECTION 5 PERFORMANCE There is no significant change to the airplane performance when the windshield anti-ice system is installed.' " ( ( ( ( ( ( ( ( ( (' '. 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.( ( WINDSHIELD ANTI-ICE SYSTEM POH SUPPLEMENT S22 MODEL 208 (675 SHP) ( ( ( 4. ( t F . ". Observe increase in generator output and ilium ination of WINDSHIELD ANTI-ICE annunciator." . ( ( ' -""'" ." 1 April 1998 S22-5/S22-6 ( For Training Purposes Only . ( ( ( \:. ( ( ( ('~" .

. ( ( For Training Purposes Only ...( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( I I \ . ( ~~ .

I ( APPROVED B~4tff1/~+''''f 7 APRIl. Cornell Executive. COPYRIGHT " 1998 CESSNA AIRCRAFT COMPANY WICHITA.. ( ( ( ( ( ( ( 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. KANSAS. ( / Wendell W.Engineer Cessna Aircraft Company Delegation Option Manufacturer CE·3 DATE OF APPROVAL (~-. ) 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. if the airplane is equipped with a Pointer Model 3000~11/Model 4000-11 Emergency Locator Transmitter (EL T) . 1998 . REGISTRATION NO. USA D1352-S23-01 1 APRIL 1998 REVISION 1 • 4 MAY 2001 S23-1 For Training Purposes Only .

" ' _ _ 00 r.. M~'( 2.~-~ >4--~-..00\ ( ( ( ( ( (..-.- ( DATE OF APPROVAL . ( ( S23-2 For Training Purposes Only 4 May 2001 .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. ..ovm _ _ 2'SUIlAU" J -.v...( ' .. . . 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.( ( ( APPROVED BY ( ( I w .. NUMBER . .. Pages affected by the current revision are indicated by an asterisk (*) preceding the page number. ( .

~.•. Also. : Power for the transmitter is provided by an alkaline battery pack ( '-. 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). The ELT is contained in a high impact.5 MHz. inside the transmitter case.( 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). which is designed to activate when the unit senses longitudinal inertia forces as required in TSO-C91 A. and 243. The annunciator. fire 'retardant. General aviation and commercial aircraft. the FAA and CAP monitor 121 .0 MHz is monitored by the military..5 MHz and 243.. ( ( \.behind the aft cabin partition wall on the right side of the tailcone. ' ( ( ( ( ( ( ( ( ..0 MHz. 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. . open the zipper in the aft cabin canvas partition. 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. waterproof case with carrying handle and is mounted ... 4 May 2001 For Training Purposes Only 823-3 ... illuminates when the ELT transmitter is transmitting. To gain access to the unit. which is in the center of the rocker switch. ( ( ( { . The ELT emits an omni-directional signal on the international distress frequencies of 121.

: Figure 1. Battery replacement date Is marked on the battery pack and the label on the transmitter. b.. . ANTENNA RECEPTACLE -. TRANSMITTER ANNUNCIATOR LIGHT -. After the transmitter has been operated for more than one cumulative hour (e. ( . REMOTE CABLE JACK --Connects to ELT remote SWitch/annunciator located on the copilot's instrument panel.. ( ( ( 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..IS23 MODEL 208 (675 SHP) POINTER 3000-1114000-11 ELT POH SUPPLEMENT ( AWAANING In accordance with FAA regulations.Illuminates red to indicate the transmitter is transmitting a distress signal.--:. After the transmitter has been used in an emergency situation (including any inadvertent activation of unknown duration). ( ( ( ( c. .. On or before ' battery replacement date. 3. time accumulated in several tests and inadvertent activation of known duration). ELT Control Panel and Remote Switch/Annunciator (Sheet 1 of 2) ( ( 523-4 ForTraining Purposes Only 4 May 2001 . ( 2.g. .Connects to antenna mounted on top of tailcone . . (.::-~:.

Deactivates and rearms transmitter after automatic activation by the "G" switch.«. Activates transmitter instantly.. The following information must be presented in the form of placard on the right. . ( ( r"" " ( ( ( \.... " Red annunciator in center of rocker switch should extinguish.. outside skin.~. ( ( 4 May 2001 For Training Purposes Only 823-5 . REMOTESWITCH/ANNUNCIATOR (3-position rocker switch): ON -Remotely activates the tranSmitter for test or emergency situations. ' Arms transmitter for automatic activation if "G" switch senses a predetermined deceleration level. Figure 1. adjacent to the ELT: ELT IS LOCATED BEHIND THIS SURFACE a. ON position bypasses the automatic activation (The red annunciator in the center of the remote switch/annunciator should illuminate)....( \. " Arms transmitter for automatic activation if "G" switch senses a predetermined deceleration level.( ( ( ( POINTER 3000-11/4000-11 ELT POH SUPPLEMENT MODEL 208"(675 8HP) 5231 4. ~.. ( ( ( ( C -.. " Deactivates transmitter during handling. RESET -- ( ( (.207 ( ( \ .:. ( ( AUTO . The . OFF/RESET -- ( ( \ ( 5. Used for test purposes and if "G" switch is inoperative. Red annunciator in center of rocker switch illuminates to indicate that the transmitter is transmitting a distress signal. following "rescue and to reset the automatic activation function_ (The red annunciator ' in the center of the remote switchiannunciator should extinguish). ON . ( ( 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. MASTER FUNCTION SELECTOR SWITCH (3-position toggle switch): AUTO .

: ~ ' ( 4. turn ON and select 121. The annunciator in center of rocker switch should be illuminated. FOLLOWING RESCUE -. return i ( the remote switch/annunciator to the ON position immedlately. b. Immediately after a forced landing where emergency assistance is required. ' to turn the ELT OFF .5 MHz. If the ELT can be heard transmitting. '«. PRIOR TO SIGHTING RESCUE AIRCRAFT -. However. ( ( 2.Position remote switch/annunciator to the AUTO position. Ensure that antenna is clear of obstructions. 1.5 MHz. AFTER SIGHTING RESCUE AIRCRAFT -. 11 airplane radio is operable and can be safely used (no threat of fire or explosion). Do not activate radio transceiver. If no contact is established. Position remote switch/annunciator to the ON position even if annunciator light is already on. c. the EL T should be utilized as follows: ( ( ( ( ( NOTE The ELT remote switch/annunciator system could be .1523 MODEL 208 (675 SHP) POINTER 3000-11/4000-11 ELT POH SUPPLEMENT ( SECTION 3 ( EMERGENCY PROCEDURES Before performing a forced landing.Position remote switch/annunciator to the RESET position and release to the AUTO position to prevent radio interference. Attempt contact ( with rescue aircraft with the radio transceiver set to a frequency of 121. especially in remote and ( mountainous areas. ( ( NOTE When the ELT is activated.and ON again requires manual switching of the master function selector switch which is located on the ELT unit. 3. S23-6 For Training Purposes Only 4 May 2001 . a decreasing tone will be heard before the typical warbling tone begins.the inertia "G" switch will activate automatically. ENSURE ELT ACTIVATION: ( ( ( ( i a. inoperative if damaged during a forced landing.Conserve airplane battery. If inoperative. terminating emergency transmissions. it is working properly. activate the ELT transmitter by positioning the remote switch/annunciator to the ON position.

5.. NOTE ( ( ( Test should only be conducted within the first 5 minutes of each hour. 3. If the remote switch/annunciator is illuminated or an emergency tone is heard. then immediately reposition the remote switch/annunciator to the RESET position and release to the AUTO position. \. The annunciator should illuminate.( POINTER 3000-11/4000-11 ELT POH SUPPLEMENT . The emergency . 6. 4. Turn airplane transceiver ON and set frequency to 121. 1. INSPECTIONITEST ( ( ( ( ( ( ( ( ( f' .5 MHz on the radio transceiver and listen for an emergency tone transmission . 2.5 MHz. ( 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. ( ( ( ( ( ( ( ( ( . The ELT must be serviced in accordance with FAR Part 91.locator transmitter should be tested every 100 hours. the ELT automatically activates when the unit senses longitudinal inertia forces as required in TSO-C91 A. Another way to check is to select 121. Place. Disconnect antenna cable from ELT.. position the remote switch/annunciator in the RESET position and release to the AUTO position. or an exceptionally hard landing. the ELT has inadvertently activated itself. 7. 4 May 2001 For Trainine: Purposes Only S23-7 . If the remote switch/annunciator illuminates. Verify that the transmitter annunciator light on the ELT and the remote switch/annunciator on the instrument panel are illuminated. MODEL 20B (675 SHP) S231 ( ( ( SECTION 4 I' ( \.. Following a lightning strike.207. Place remote switch/annunciator in the ON position.. Turn airplane battery switch and avionics power switches ON.. . Place the ELT master function selector switch in the ON position. Permit only three emergency tone transmissions. the ELT may activate although no emergency exists.. the ELT master function selector swi~ch · in the OFF/RESET position.

Your flight altitude and frequency on which the emergency signal was heard -. ( e INFLIGHT MONITORING AND REPORTING Pilots are encouraged to monitor 121. After accumulated test or operation time equals 1 hour. positions should be given relative to a navigation aid.5 MHz and/or 243.( SECTION 5 PERFORMANCE There is no change to the airplane performance data when this equipment is installed.5 MHz or 243. Reconnect antenna cable to ELT. NOTE e. S23-8 For Training Purposes Only 4 May 2001 . yet it will not disturb other communications or damage output circuitry. A CAUTION A test with the antenna connected should be approved and confi