CONTENTS SYLLABUS Chapter 1 AIRCRAFT GENERAL Chapter 2 ELECTRICAL POWER SYSTEMS Chapter 3 LIGHTING Chapter 4 MASTER WARNING SYSTEM. Chapter 5 FUEL SYSTEM Chapter 6 POWERPLANT Chapter 7 ICE AND RAIN PROTECTION Chapter 8 LANDING GEAR AND BRAKES, Chapter 9 FLIGHT CONTROLS Chapter 10 AVIONICS Chapter I1 MISCELLANEOUS SYSTEMS Chapter 12 PERFORMANCE/WEIGHT AND BALANCE 208 CARAVAN AND 208B GRAND CARAVAN Chapter 12A. PERFORMANCE/WEIGHT AND BALANCE 208 CARGOMASTER AND 208B SUPER CARGOMASTER WALKAROUND EXPANDED CHECKLISTS LIMITATIONS AND SPECIFICATIONS GENERAL PILOT INFORMATION ANNUNCIATOR PANEL, INSTRUMENT PANEL POSTER APPENDIXCHAPTER 1 AIRCRAFT GENERAL CONTENTS INTRODUCTION GENERAL..... MODEL DIFFERENCES. STRUCTURES... Fuselage .. Wings... Empennage AIRPLANE SYSTEMS... General Electrical System... Lightin; ‘Warnings and Annunciators Fuel System. Powerplant. Ice and Rain Protection Landing Gear and Brakes. Flight Control Oxygen System. Revision January 1993, FOR TRANING PURPOSES ONLY 1Figure 11 1-2 1-3 1-4 ILLUSTRATIONS Title Page Cessna Caravan I.. Exterior Dimensions—208 and 208 Cargo Master .. Exterior Dimensions —208B and 208B Super Cargo Master. Minimum Turning Radius—208 and 208 Cargo Master. Minimum Turning Radius—208B and 208B Super Cargo Master Fvicion 1—January 190 FOR TRAINING PURPOSES ONLY 1-iliCHAPTER 1 AIRCRAFT GENERAL INTRODUCTION This training manual provides a description of the major airframe and engine systems in- stalled in the Cessna Caravan I. No material is meant to supercede or substitute for any of the manufacturer's system or operating manuals. The material presented has been prepared from the basic design data, and all subsequent changes in airplane appearance or system op- eration will be covered during academic training and subsequent revisions to this manual. This chapter covers the structural makeup of the airplane and gives a general descrip- tion of the systems as well. An annunciator section displays all light indications; page ANN-1 should be folded out for reference while studying this manual. GENERAL ‘The airplane is an all-metal, high-wing, single- A composite cargo pod is optional equipment engine airplane equipped with tricycle landing on all versions except float equipped aircraft gear and designed for general utility purposes. (Figure 1-1), Revision 1—January 1993 FOR TRAINING PURPOSES ONLY 41Figure 1-1. Cessna Caravan! MODEL DIFFERENCES ‘The Caravan I is produced as the Model 208, 208 Cargo Master, 208B, and 208B Super Cargo Master, The major differences are the presence or absence of passenger windows and the length of the fuselage. Figures 1-2 and 1-3 illustrate the aircraft dimensions for the various models, and Figures 1-4 and 1-5 show the different minimum turning radi STRUCTURES FUSELAGE The construction of the fuselage is of a conven- tional formed sheet metal bulkhead, stringer, and skin design referred to as semimonocoque. Major items of structure are the front and rear carry-through spars to which the wings are at- tached, a bulkhead and forgings for main land- ing gear attachment, and a bulkhead with attaching plates at its base for the strut-to- fuselage attachment of the wing struts. 12 FOR TRANING WINGS ‘The externally braced wings, having integral fuel tanks, are constructed of a front and rear spar with formed sheet metal ribs, doublers, and stringers. The entire structure is covered with aluminum skin EMPENNAGE ‘The empennage consists of a conventional ver- tical stabilizer, rudder, horizontal stabilizer, and elevator. The top of the rudder incorporates a leading-edge extension which contains a balance weight. An elevator trim tab is attached to the trailing edge of each elevator by full-length pi ano hinges. Both elevator tip leading-edge ex- tensions provide aerodynamic balance and incorporate balance weights. A row of vortex generators on the top of the horizontal stabilizer just forward of the elevator enhances nosedown elevator and trim authority. PURPOSES ONLY Revision 1—January 1993,NOTES: 1. Dimensions shown are based on standard empty weight and proper inflation of standard nose and main goar tires, Tail height may increase with oversize ties. 2, Wing span dimension includes sirobe lights ‘3. Maximum height is shown with ose gear depressed as far as possible. 4. Wheel base lenath is 11 FT 71. — \ PIvoT POINT i 5. Wing area is 279.4 square feet 6 Minimum turning radius (+ pivot Point to outboard wingtip strobe light is 31 FT 10% IN, 7. Propalier ground clearance with standard tres: ‘+ Nose tie inflated and nose gear extended 44 IN—142% IN. ‘+ Nose to deflated and nose stat fully compressed—63% IN. waa SS Figure 1-2. Exterior Dimensions—208 and 208 Cargo Master Revision 1—vanaury 1993, FOR TRAINING PURPOSES ONLY14 + dimers ton me tse on CABIN" SIDE WINDOWS ‘AND "THE RIGHT HAND, ‘APT PASSENGER DOOR ‘ARE NOT INSTALLED ON THE CACO VERSION, a oabounng iy obo uo se ms Figure 1-3. Exterior Dimensions—2088 and 208B Super Cargo Master FOR TRANING PURPOSES ONLY Revision 1—Janaury 1993Afmetingen in milimeters Cessna 208 Caravan / Grand Caravan 208 208 B Lengte 11455 12675 Hoogte 4521 4521 Spanwijdte 15875 15875 Spanwijdte Stabilo 6248 6248 Prop.merk Hartzell | Hartzell | McCauley Prop.diameter 2540 2540 2692 Prop.Grondspeling 114-375 | 92-381 92-305 Prop. Speling lege band 171 254 178 Spoorbreedte 3556 3556 Wielbasis 3543 4051 Min. draaistraal 9715 9973 Min. draaistraal neuswiel 3952 4521 Draaicirkel 19430 19946NOTE: MINIMUM TURNING RADIUS WITH BRAKE LOCKED, FULL RUDDER AND POWER, Figure 1-4. Minimum Turning Radius—208 and 208 Cargo Master Revision 1—January 1993, FOR TRAINNG PURPOSES ONLY 15Nore: i: MINIMUM TURNING RADIUS WITH IN BOARD WHEEL BRAKE LOCKED, FULL RUDOER AND POWER Figure 1-5. Minimum Turning Radius—208B and 2088 Super Cargo Master 16 FOR TRANG PURPOSES ONLY Revision 1—January 1999,AIRPLANE SYSTEMS GENERAL The following is a brief overview of the airplane systems installed in the Cessna Caravan I. Detailed c NOVEMBER 1989 Iluminates all green annunciators Illuminates all red annunciators Mluminates all annunciators Iluminates all annunciators and sounds the fuel-selector-off warn- ing horns Placing the DAY-NIGHT switeh in the night position: A B. CG D. Dims all illuminated annunciator lamps Dims only the illuminated green annunciator lamps Dims only the illuminated red an- nunciator lamps Dims all illuminated green and some amber annunciators FOR TRAINING PURPOSES ONLY 45CHAPTER 5 FUEL SYSTEM CONTENTS Page GENERAL FIREWALL FUEL SHUTOFF VALVE.. FUEL TANK SELECTORS ..... FUEL-SELECTOR-OFF WARNING SYSTEM 5-4 AUXILIARY FUEL BOOST PUMP.......... 5-4 INDICATORS AND ANNUNCIATORS ........:-0:::00:sssessseessseeseeeesesseesceeeeeeeestees 5-5 Fuel Flow Indicator .. Fuel Quantity Indicators... Wing Tank FUEL LOW Warning Annunciators . 5-6 RESERVOIR FUEL LOW Warning Annunciater..... 5-6 FUEL PRESS LOW Warning Annunciator.. . 56 AUX FUEL PUMP ON Annunciator.........c00ssscccssesssesssresssessssieeresseneenneesses 5-6 DRAIN VALVES 5-6 FUEL CAN/DRAIN. 5-7 QUESTIONS....... NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 5-iFlightSafety ILLUSTRATIONS Figure Title Page 5-1 Fuel System .. 1. BR 5-2 Fuel Filter Bypass Flag .. 5-3 Fuel Shutoff Valve.. 5-4 Fuel Tank Selectors... 5-4 5-5 Auxiliary Fuel Boost Pump Switch. 55 56 Fuel Flow and Quantity Indicators 55 NOVEMBER 1969, FOR TRAINING PURPOSES ONLYFlghtSafety CESSNA CARAVAN I PILOT TRAINING MANUAL. CHAPTER 5 FUEL SYSTEM GENERAL ‘The airplane fuel system consists of two vented, integral fuel tanks with shutoff valves, a fuel selector-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 noz~ zle assemblies (Figure 5-1) Unusable fuel levels for this air- plane were determined in accor- dance with Federal Aviation Regulations. Failure to operate the airplane in compliance with the Fuel Limitations specified in Section 2 of the AFM may further reduce the amount of fuel available in flight. NOVEMBER 1989 Fuel flows from the tanks through the two fuel tank shutoff valves at each tank, By manipulat- ing the fuel selectors, the pilot can select either Jeft 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 ejec~ tor boost pump and auxiliary boost pump, which are contained within the reservoir. This head of fuel prevents pump cavitation in low-fuel- quantity situations, especially during in-flight maneuvering. Fuel in the reservoir is pumped by the ejector boost pump or by the electric aux- iliary boost pump to the reservoir manifold as- sembly. 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 FOR TRAINING PURPOSES ONLY 545-2 Leceno = rue surrey ed 1 scouonnr HE rrcscune reco um. (HERE wore rion Fue. ZZ onan ro, Bh aoe ST gma’ f Bowe fe : 7 — Figure 5-1. Fuel System FOR TRAINING PURPOSES ONLY NOVEMBER 1989= boost pump, the electric boost pump automati- cally turns 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 fire wall. This shutoff valve enables the pilot to stop all fuel flow to the engine. After passing through the shutoff valve, fuel is routed through a fuel filter located on the front side of the firewall. If the fuel filter becomes blocked with foreign material, the filter begins bypassing fuel, and a red filter bypass flag on the top of the filter extends upward (Figure 5-2) ‘The flag remains up until reset by a maintenance technician. It must not be reset by the pilot. Fuel from the filter is then routed through the oil-to- fuel heater to the engine-driven fuel pump, where fuel is delivered under pressure to the fuel con. trol unit. The fuel control unit meters the fuel and directs it to the flow divider, which distrib: tutes the fuel to dual manifolds and 14 fuel noz~ zles located in the combustion chamber NOVEMBER 1989 ~ Site CESSNA CARAVAN | SLOT TRAINING MANUAL |” = = 3 Do cn FlightSafety 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 it is not drained regularly, the can will overflow its contents overboard. Fuel system venting is accomplished by check- valve-equipped vent lines, one from each fuel tank, which protrude from the trailing edge of the wing at the wingtips. The fuel reservoir is vented to both wing tanks. The fuel vent sys- tem must be operational because complete block- age will result in decreased fuel flow and eventual engine stoppage FIREWALL FUEL SHUTOFF VALVE ‘The manual firewall fuel shutoff valve is con- trolled by a red push-pull knob labeled “FUEL SHUTOFF PULL OFF,” located on the right side of the pedestal (Figure 5-3). The knob has a press-to-release button in the center which locks the knob in position when the button is released, Figure 5-3. Fuel Shutoff Valve FOR TRAINING PURPOSES ONLY 5-3FUEL TANK SELECTORS ‘Two FUEL TANK SELECTORS are located on the overhead panel and are labeled “LEFT ON- OFF” and “RIGHT ON-OFF” (Figure 5-4) Each selector mechanically controls the position of two fuel tank shutoff valves at each wing tank. When a selector is moved to the OFF position, fuel from the respective wing tank to the reser” voir tank is stopped. Normal fuel management is with both fuel selectors in the ON position. Figure 5-4. Fuel Tank Selectors Before refueling or when the airplane is parked ‘ona slope, one or both fuel selectors should be moved to the OFF position. If only one tank is, turned off when parked on a slope the higher wing tank should be selected OFF. This prevents, crossfeeding between tanks and reduces the ten: dency for fuel to seep from the wing tank vents. FUEL-SELECTOR-OFF WARNING SYSTEM With the fuel selectors in the OFF position it is possible to start, taxi, and even take off before fuel in the reservoir tank is exhausted. Addition- ally, at high power settings fuel flow from only ‘one wing tank is insufficient to maintain a full level in the reservoir tank. In order to prevent operation with one or both fuel selectors inad- vertently in the OFF position, a fuel-selector-off warning system is installed. The system includes 5-4 FOR TRAINING PURPOSES ONLY redundant warning horns and a red annunciator light labeled “FUEL SELECT OFF.” The dual aural warning system is powered through the START CONT circuit breaker and has its own nonpullable FUEL SEL WARN circuit breaker. The annunciator is powered from the ANNUN PANEL circuit breaker. The warning system functions as follows (with battery on): If both the left and right fuel tank shutoff valves are closed, the red FUEL SELECT OFF annunciator illuminates, and one of the fucl-selector-off warning horns. is activated *- Ifeither the left or right fuel tank shutoff valves are closed during an engine start op- eration (STARTER switch in the START. or MOTOR position), the red FUEL, SELECT OFF annunciator illuminates, and both fuel-select-off warning horns are activated, © With one fuel selector at OFF and fuel re- maining 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 tripped or the START CONT circuit breaker has been pulled, the FUEL SELECT OFF annun- ciator will be illuminated even with both fuel selectors at ON. This is a warning to the pilot that the fuel selector warning system has been deactivated. AUXILIARY FUEL BOOST PUMP ‘The auxiliary fuel boost pump is controlled by a switch located on the left sidewall switch and circuit-breaker panel (Figure 5-5). The switch is labeled “FUEL BOOST” and has OFF, NORM, and ON positions. When the switch is, in the OFF position, the auxiliary fuel boost pump is inoperative. When the switch is in the NORM position, the pump is armed and will operate when fuel pressure in the fuel manifold NOVEMBER 1969assembly drops below 4.75 psi. This switch po- sition is used for all normal engine operations in which main fuel flow is provided by the ejec- tor 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 AUX FUEL PUMP ON an- nunciator indicates that the auxiliary boost pump is cycling on and off while the switch is in the NORM position ag cae Figure 5-5. Auxiliary Fuel Boost Pump Switch INDICATORS AND ANNUNCIATORS 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 (Figure 5-6). The indicator measures the flow of fuel downstream of the fuel control unit just before being routed into the flow divider: When power is removed from the indicator, the needle stows below zero in the OFF band. ‘The fuel flow indicator receives power from a cir- cuit breaker labeled “FUEL FLOW,” located on the circuit-breaker panel. NOVEMBER 1989 Figure 5-6. Fuel Flow and Quantity Indicators 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 (Fig- ure 5-6). The fuel quantity indicators, w sure volume, are calibrated in pounds (based on the weight of Jet A fuel on a standard day) and gallons. An empty tank is indicated by a red line and the letter E. When an indicator shows an empty tank, approximately 2.5 gallons remain in the tank as unusable fuel. The fuel quantity indi- cators receive power from_pull-off_ circuit breakers labeled “LEFT FUEL QTY”‘and RIGHT FUEL QTY,” located on the left side- wall switch and circuit-breaker panel. FOR TRAINING PURPOSES ONLY 5-5Because of the relatively long fuel tanks, fuel quantity indicator accu- racy is affected by uncoordinated flight ora sloping ramp if reading the indicators while on the ground. Therefore, to obtain accurate fuel quantity readings, verify thatthe ar. plane is parked in a laterally level condition, or if in flight, make sure the airplane is in a coordinated and stabilized condi WING TANK FUEL LOW WARNING ANNUNCIATORS ‘Two amber FUEL LOW warning annunciators, one for each wing tank, are located on the an- nunciator panel. Each annunciator illuminates when the fuel in the respective tank is 25 gallons or less. RESERVOIR FUEL LOW WARNING ANNUNCIATOR A ted RESERVOIR FUEL LOW warning an- nunciator is located on the annunciator panel It illuminates when the level of fuel in the res- ervoir drops to approximately one-half full. FUEL PRESSURE LOW ANNUNCIATOR An amber FUEL PRESS LOW warning annun- ciator is located on the annunciator panel. It i: luminates when fuel pressure in the reservoir fuel manifold assembly is below 4.75 psi. AUX FUEL PUMP ON ANNUNCIATOR ‘An amber AUX FUEL PUMP ON annunciator is located on the annunciator panel. It illuminates when the auxiliary boost pump is operating, such 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 5-6 FOR TRANING PURPOSES ONLY fuel pressure in the fuel manifold assembly drops below 4.75 psi DRAIN VALVES Drain valves are located on the lower surface of each wing at the inboard end of the fuel tank, on the left side of the cargo pod for pod- equipped aircraft and on the underside of the fuselage if the cargo pod is not installed. Optional outboard fuel tank drain valves may also be installed. ‘The drain valves for the wing tanks are ex- ternally flush-mounted, tool-operated poppet valves. The wing tank drain valves are con- structed so that the Phillips screwdriver on the fuel sampler, which is provided, can be used to depress the valve. Once depressed the valve may be twisted to remain in an open po- sition if required. On pod equipped aircraft the drain valve for the reservoir is controlled by adouble-button, push-pull drain control knob. When pulled out, fuel from the reservoir drains out the rear fuel drain pipe located adjacent to the drain valve, On aircraft without the optional pod installed the drain valve for the reservoir consists of a flush-mounted poppet valve which can be depressed and then turned to lock the valve open if required. Before each flight and after each refueling, use aclear sampler and drain fuel from the inboard fuel tank sump quick-drain valves, fuel reser- voir quick-drain 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 ball om the turn-and- bank indicator reveals that the airplane is parked with one wing low and the airplane is equipped with optional outboard fuel tank sump quick- drain valves, draining of the outboard valve on the low wing is also recommended. If contam- ination is detected, drain all fuel drain points again. Take repeated samples from all fuel drain points until all contamination has been re- moved. 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 contam- inated or unapproved fuel. Revision 1—January 1993JP-4 and other naphtha-based fuels can cause severe skin and eye irritation. FUEL CAN/DRAIN When the engine is shut down, residual fuel in the engine drains into a fuel can mounted on the front left side of the firewall. This can should e be drained once a day or at an interval not tj exceed six engine shutdowns. A drain valve on the bottom side of the cowling enables the pilot to drain the contents of the fuel can into a suita- ble container. NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 5-71 2 % 4, 5-8 QUESTIONS Fuel flows from the wing tanks to the reservoir tank by: A. Auxiliary fuel boost pump pressure B. Ejector pump pressure Cc. Gravity D. Fuel control unit pressure Fuel is pumped from the reservoir tank primarily by the: A. Ejector boost pump B. Auxiliary boost pump C. Engine-driven fuel pump D. Fuel control unit If the fuel filter becomes blocked: ‘A. Fuel starvation occurs and the en- gine stops. B. An instrument panel annunciator illuminates. C. The red fuel filter bypass flag ops up. D. The fuel filter bypass horn sounds. Fuel rejected by the engine on shutdown: A. Drains onto the ground from the manifold B. Drains into a fireproof fuel can ‘on the firewall C. Drains into the reservoir tank D. Is pumped into the left wing tank FOR TRAINING PURPOSES ONLY The two FUEL TANK SELECTORS located on the overhead panel: A. Are both normally ON in flight B. “Are both normally OFF during refueling C. Are turned OFF during ground operations D. Both A and B ‘The fuel-selector-off warning system sounds when: A. Both left and right fuel tank shut- off valves are closed. B. Either the left or right fuel tank shutoff valves are closed during an engine start operation, C. One fuel selector is at OFF and fuel remaining in the tank being used is less than approximately 25 gallons, D. All of the above The auxiliary fuel boost pump switch: A. Is placed in the NORM position during all normal engine operations B. Is placed in the OFF position ex- cept in emergency fuel situations C. Should be placed in the ON posi- tion at all times to prevent fuel starvation D. Is placed in the OFF position during all normal engine operations NOVEMBER 1989CHAPTER 6 POWERPLANT CONTENTS MAJOR SECTIONS... Reduction Gear... Exhaust. Turbine. Combustor Compressor. Air Intake .. Accessory Drive... OPERATING PRINCIPLES... ENGINE CONTROLS... Power Lever. Emergency Power Lever. Propeller Control Leve: Fuel Condition Lever ... Quadrant Friction Lock ENGINE INSTRUMENTS. Torque Indicator Propeller RPM Indicator. ITT Indicator Ng % RPM Indicator Fovision 1—January 1999 FOR TRAINING PURPOSES ONLY . 6-4 Gi“> GESSNA CARAVAN I PILOT TRAINING MANUAL. Oil Pressure Gage.... Oil Temperature Gage... ENGINE LUBRICATION SYSTEM. NEW ENGINE BREAK-IN AND OPERATION... IGNITION SYSTEM. AIR INDUCTION SYSTEM Inertial Separator System... ENGINE FUEL SYSTEM . STARTING SYSTEM... ENGINE ACCESSORIE: Engine Fire Detection System... Chip Detectors... PROPELLER..... Propeller Governo: OVERSPEED GOVERNOR TEST Switch... QUESTIONS FOR TRAINNG PURPOSES ONLY Revision 1—Janvary 1993Figure 6-1 6-2 6-3 6-4 6-6 6-7 6-8 6-9 6-10 6-11 6-12 6-13 6-14 Flight$afety CESSNA CARAVAN I PILOT TRAINING MANUAL. ILLUSTRATIONS Title Page Major Sections... Gas Flow... Engine Controls... Engine Instrument Oil System Schematic. Oil Dipstick/Filler Cap .. 610 Oil Dipstick Markings .. 6-10 IGNITION and STARTER Switehes............. 6-11 Inertial Separator and T-Handle . . 612 Engine Fuel System..... 6-13 Oil-to-Fuel Heater .. cactooceesegrel . 613 FIRE DETECT TEST Switch. 6-14 Propeller System (Cruise)... . 615 OVERSPEED GOVERNOR TEST Switch - 6-16 NOVEMBER 1969 FOR TRAINNG PURPOSES ONLY 6-iiiCESSNA CARAVAN I PILOT TRAINING MANUAL nn) CHAPTER 6 POWERPLANT at gunn GENERAL ‘The Caravan I is powered by the Pratt and Whitney of Canada PT6A-114 or PTOA-114A. | powerplant. Itis a free-turbine engine which utilizes two independent turbines: one driv- ing a compressor in the gas generator section and the second driving a reduction gear- ing for the propeller. It is rated at 600 and 675 shaft horsepower respectively. | All engine-driven accessories, with the exception of the propeller tachometer-genera- tor and propeller governors, are mounted on the accessory gearbox located at the rear of the engine. These are driven by the compressor turbine with a coupling shaft which extends the drive through a conical tube in the oil tank center section The major portion of the engine oil supply is contained in an integral tank which forms part of the compressor inlet case. The tank has a capacity of 9.5 U.S. quarts and is pro- vided with a dipstick and drain plug. Total capacity of the oil system, including tank, engine sumps, lines, and filter, is 14 U.S. quarts Fevision 1—January 1993 FOR TRANING PURPOSESMAJOR SECTIONS For descriptive purposes the PT6A is divided into seven major sections (Figure 6-1) from front to rear, as follows: 1 Reduction gear 2. Exhaust 3. Turbine 4. Combustor 5. Compressor 6. 7. Accessory drive REDUCTION GEAR ‘The reduction gear, enclosed in a case forming the front of the engine, is a two-stage planetary gear. The planetary gear reduces the high tpm/low torque of the power turbine to the low rpm/high torque required by the propeller. In addition, the planetary gear drives the propeller tach generator, the propeller governor, and the propeller overspeed governor. A conventional torquemeter installed in the reduction gearcase provides cockpit indication of the power delivered to the propeller. ir intake EXHAUST The exhaust section (located aft of the reduction ‘gear) consists of an annular exit plenum, a heat- resistant cone, and an exhaust port located at the 4.o’clock position on the engine. TURBINE ‘The turbine section consists of a single-stage power turbine and a single-stage gas genera- tor turbine. These are sometimes called the “propeller turbine” and the “compressor tur- bine,” respectively. 62 FOR TRAINING PURPOSES ONLY FiightSafety GESSNA CARAVAN | PLOT TRAINING MANUAL The turbines are housed within the inner di- ameter of the combustor, contributing to the short length of the PT6 engine. ‘The power turbine is mounted on a shaft that extends forward to drive the reduction gear. ‘The gas generator turbine is mounted on a shaft that extends aft to drive the compressor and to drive the accessory gear. COMBUSTOR The combustor section consists of a plenum and a reverse-flow combustion chamber. Two igniter plugs are mounted in the combustion chamber, in addition to 14 equally spaced fuel nozzles. COMPRESSOR The compressor section has four stages (three axial compressor wheels, and one centrifugal wheel) all rigidly mounted on a rotor shaft common with the gas generator turbine and extending afi to drive the accessory gear. AIR INTAKE ‘The air intake section is circumferential and located aft of the compressor. The intake plenum turns the air 180° to flow forward to the compressor. A circular screen surrounds the engine inlet area, Airflow is directed to the engine air intake from the nacelle ram-air inlet scoop located on the nacelle. ACCESSORY DRIVE The accessory drive section forms the aft part of the engine and contains the reduc- tion gear for the engine-driven accessories. Rovision 1 January 1993Sesto lv NOLLSNENOO fm uly YOSsaudWOO 3 uv 137NI LN3IGAV 6-3 FOR TRAINING PURPOSES ONLY ~ GESSNA CARAVAN I PILOT TRAINING MANUAL uvab Nolonaay ou Nolsnawoo SXVINIIY ¥OSS3udWOO AsnvHxa NOVEMBER 1989A FlightSafety = CESSNA CARAVAN I PILOT TRAINING MANUAL OPERATING PRINCIPLES Airis induced through the engine air intake from the nacelle inlet scoop, through the inertial sepa- rator, and turned 180° to enter the axial com- pressor (Figure 6-2). Air pressure is increased by a diffusion process and directed to the cen- trifugal compressor to increase air velocity. The velocity energy of the compressor outlet air is converted to pressure energy by a diffuser and directed to the combustor, where airflow is changed 180°. Compressed air enters the com- bustion chamber, where fuel is added by the 14 fuel nozzles. Initial combustion is provided by igniter plugs during start. The expanding com- bustion gases flow aft and turn 180° to enter the turbine section. The major portion of the gas energy is extracted by the gas generator (com- pressor) turbine to drive the compressor and the ‘accessory drive gear. The gases continue to ex- pand through the power (propeller), turbine which extracts almost all the remaining energy to drive the propeller through the reduction gear. The spent gases enter the exhaust section where they are turned 180° and discharged to the at- mosphere through the exhaust pipe. ENGINE CONTROLS ‘The engine is operated by four separate controls consisting of a power lever, emergency power lever, propeller control lever, and a fuel condition lever (Figure 6-3). The power and fuel condition levers are engine controls while the propeller control lever controls propeller speed and feathering POWER LEVER ‘The power lever is connected through linkage to acam assembly mounted in front of the fuel con- trol unit at the rear of the engine. The power lever controls engine power, via pneumatic control of the metering valve, through the full range from. maximum takeoff power back through idle to full, reverse. The lever also selects propeller pitch when in the BETA range. The power lever has MAX, IDLE, and BETA and REVERSE range positions. The range from the MAX position through IDLE enables the pilot to select the desired power output from the engine. The BETA range enables the pilot to control propeller blade pitch from idle thrust back through a zero or no- thrust condition to maximum reverse thrust. LEGEND (ED awoienr inter a {By compnesson ain Hl comsusrion ain BB oonusr an COMPRESSOR, COMPRESSOR TURBINE ACCESSORY GEARBOX Figure 6-2. Gas Flow 6-4 FOR TRAINING PURPOSES ONLY Revision January 1993PROPELLER CONTROL LEVER EMERGENCY PoweR LEVER Figure 6-3. |The propeller reversing linkage can be damaged if the power lever i moved aft of the IDLE position | Athen the propeller is feathered or the engine is not running. EMERGENCY POWER LEVER ‘The emergency power lever is connected through linkage to the mechanical override lever ‘on the fuel control unit and governs fuel supply to the engine should a pneumatic malfunction occur in the fuel control unit. When the engine is operating, a failure of any pneumatic signal NOVEMBER 1989 CESSNA CARAVAN I PLOT TRAI FUEL CONDITION LEVER, QUADRANT FRICTION tock Engine Controls input to the fuel control unit will result in the fuel flow decreasing to minimum idle (approxi- mately 48% Ng). The emergency power lever allows the pilot to restore power in the event of such a failure. The emergency power lever has NORMAL, IDLE, and MAX positions. When the fuel control unit is operating normally, the lever is kept in the full aft detent (NORMAL. position) and engine power is selected by the power lever. The range from the IDLE position to MAX governs engine power and is used when ‘a pneumatic malfunction has occurred in the fuel control unit and the power lever is ineffective. ‘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 FOR TRAINING PURPOSES ONLY 6-5NOTE The knob on the emergency power lever has cross-hatching. The cross- hatching is visible when the lever is in the MAX position. Also, the emer- gency power lever is annunciated on the annunciator panel whenever it is unstowed from the NORMAL posi- tion. These precautions are intended to preclude starting of the engine with the emergency power lever inadver- tently placed in any position other than NORMAL, which may result in a hot start or overtemperature condition. CAUTION ‘The emergency power lever and its as- sociated manual override system is considered to be an emergency sys- tem and should be used only in the event ofa fuel control unit malfunction. When using the fuel control manual override system, engine response may be more rapid than when using the power lever. Additional care is required during engine acceleration to avoid exceeding engine limita- tions and/or fuel surges to the fuel nozzles. 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 it con- trols propeller governor settings from the maxi- mum rpm position to full feather. The propeller control lever has MAX, MIN, and FEATHER positions. The MAX position is used when high 1pm is desired and governs the propeller speed at 1,900 rpm. Propeller control lever settings from the MAX position to MIN permit the pilot to select the desired engine prop rpm for cruise. ‘The FEATHER position is used during normal 6-6 FOR TRAINING engine shutdown to stop rotation of the power turbine and front section of the engine. Since lubrication is not available after the gas genera- tor section of the engine has shut down, rotation of the forward section of the engine is not desirable. Also, feathering the propeller when the engine is shut down minimizes propeller windmilling during windy conditions. A me- chanical 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. FUEL CONDITION LEVER ‘The fuel condition lever is connected through linkage to a combined lever and stop mechanism on the fuel control unit. The lever and stop also function as an idle stop for the fuel control unit and for the fuel control unit rod. The fuel con- dition lever controls the minimum rpm of the gas generator turbine (Ng) when the power lever is in the IDLE position. The fuel condition lever has CUTOFF, LOW IDLE, and HIGH IDLE positions. The CUTOFF position shuts off all fuel to the engine fuel nozzles. LOW IDLE positions the control rod stop to provide an rpm of 52% Ng. HIGH IDLE positions the control rod stop to provide an rpm of 65% Ng. QUADRANT FRICTION LOCK A quadrant friction lock is located on the right side of the pedestal and is provided to minimize creeping of the engine controls once they have been set. It is a knurled knob which increases friction on the engine controls when rotated clockwise. ENGINE INSTRUMENTS All engine instruments are grouped together and located at the top of the instrument panel below the glareshield (Figure 6-4). PURPOSES ONLY Revision 1—Jaruary 1983)FlightSafety CLL Figure 6-4. Engine Instruments TORQUE INDICATOR ‘The torque indicator is located on the upper portion of the instrument panel and indicates the torque being produced by the engine. On some cargo versions, the torque indicator is electrically powered and operates in con- junction with a transmitter located on top of the reduction gear box front case. It is pow- ered through a circuit breaker located on bus #1 circuit-breaker panel. On other cargo ver- sions and the passenger version, the torque in- dicator is pressure-actuated. Rovision 1—Vanuary 1998 Instrument markings indicate that the normal operating range (green arc) is from 0 to 1,658 foot-pounds for the PT6A-114 and from 0 to 1,865 foot pounds for the PT6A-114A. The al- ternate power range (striped green arc) is from 1,658 to 1,970 foot-pounds for the PT6A- 114 and from 1,865 to 1,970 foot-pounds for th PT6A-114A and maximum torque (red line) is 1,970 foot-pounds for both powerplants. Maximum takeoff torque is denoted by “T.0.” and a red wedge at 1,658 foot-pounds for the PT6A-114 and 1,865 foot-pounds for the PT6A-114A. FOR TRAINING PURPOSES ONLY 677 FlightSafety ~ GESSNA CARAVAN I PILOT TRAINING MANUAL, PROPELLER RPM INDICATOR ‘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 propeller speed in revolutions per minute. The instrument is electrically operated from the propeller tachometer-generator, which is mounted on the right side of the front case. Instrument markings indicate a normal operating range (green arc) of from 1,600 to 1,900 rpm and a maximum (red line) of 1,900 rpm. ITT INDICATOR The ITT (interturbine temperature) indicator is located on the upper portion of the instrument panel. The instrument displays the gas tempera- ture between the compressor and power turbines. Instrument markings indicate a normal operating range (green arc) of from 100 to 740° C and a maximum (ted line) of 805° C, Also instrument markings indicate a maximum starting tempera- ture (red triangle) of 1,090° C., Ng % RPM INDICATOR ‘The No% rpm indicator is located on the upper portion of the instrument panel and indicates the percent of gas generator rpm based on a figure of 100% at 37,500 rpm. The instrument is electrically operated from the gas generator tachometer-generator mounted on the lower right portion of the accessory case. Instrument markings indicate a normal operating range (green arc) of from 52 to 101.6% and a ‘maximum (red line) of 101.6%. OIL PRESSURE GAGE ‘The oil pressure gage is the left half of a dual- indicating instrument mounted on the upper portion of the instrument panel. A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure 68 FOR TRAINNG PURPOSES ONLY eye gage. Instrument markings indicate a minimum pressure (red line) of 40 psi, a cautionary range (yellow arc) of from 40 to 85 psi, a normal operating range (green arc) of from 85 to 105 psi, and a maximum (red line) of 105 psi OlL TEMPERATURE GAGE The oil temperature gage is the right half of a dual-indicating instrument mounted on the upper portion of the instrument panel. The instrument is operated by an electrical resistance temperature sensor which receives power from the airplane electrical system. Instrument markings indicate a minimum operating temperature (red line) of -40° C, a cautionary range (yellow arc) of from -40 to 10° C, a normal operating range (green arc) of from 10 to 99° C, and a maximum operating temperature (red line) of 99° C. ENGINE LUBRICATION SYSTEM The lubrication system consists of a pressure system, a scavenge system, and a breather sys- tem (Figure 6-5). The main components of the lubrication system include an integral oil tank at the back of the engine, an oil pressure pump at the bottom of the oil tank, an internal dou- ble-element scavenge pump located inside the accessory gear box, an external double- element scavenge pump located on the back of the ac- cessory case, an oil-to-fuel heater located on the top rear of the accessory case, an oil filter located internally on the right side of the oil tank, and an oil cooler located on the right side of the nose cowl. A large-capacity oil cooler is installed in modified early airplanes and all later airplanes to replace the standard- capacity oil cooler and increase the hot-day out- side air temperature limits for flight operations. The large oil cooler has 25% more airflow area than the standard cooler. Revision 1—January 1993oneUeyos WeISAS IO “S-9 aanBI4 xoauv39 NoWONase NY dOud OL ATédNS 10 Nivua ‘SLNaMINLSNI INV TO Ud09 OL xoguWaD NOLLONGaY ONY dOUd ‘WOU IO 3ON3A¥OS: ‘NI S$34d 3NOUOL OL Niyua 130 aio ana ana Nivua xoguva0. ‘AMOSS300¥ ASSY 3ATWA WOBHO NY HBITiS TIO usHuvaus TwonsLN3D yousaia any ¥aTI 110 NWA WO3HO NWA LNOO walvan wang m009 10 30 snow. owe wolvuavaa nwa wo3HO ro soxanves usnavaue nv 10 wo avers Il QN3937 6-9 FOR TRAINING PURPOSES ONLY NOVEMBER 1980FlightSafety ~ GESSNA CARAVAN I PILOT TRAINING MANUAL 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 (Figure 6-6). The oil tank capacity is 9.5 U.S quarts, and total system capacity is 14 U.S. quarts. The top five quarts can be measured by the dipstick (Figure 6-7). The oil level should be maintained to within 2 quarts of MAX HOT or MAX COLD as appropriate. ‘OIL TANK. FILLER CAP DipsticK. NOTE To obtain an accurate oil level read- ing, it is recommended that the oil level be checked either within ten minutes after engine shutdown while the oil is hot (MAX HOT marking) ot prior to the first flight of the day while the oil is cold (MAX COLD marking). If more than ten minutes has elapsed since engine shutdown, and engine oil is still warm, perform an engine dry motoring run before checking the oil level. IMPERIAL ‘auarrs 0.833 uTens 0.95, MAK. COLD®- = MAXHOT . 1.66 190 249 2.85 a2 * 3.00 2 g 3 435 ° 475 Figure 6-6. Oil Dipstick/ Filler Cap Figure 6-7. Oil Dipstick Markings 6-10 FOR TRAINING PURPOSES ONLY NOVEMBER 1989NEW ENGINE BREAK-IN AND OPERATION ‘There are no specific break-in procedures re- quired for the Pratt and Whitney of Canada PT6A-114 and PT-6A-114A turboprop engines. ‘The engine may be safely operated throughout the normal ranges authorized by the manufacturer at the time of delivery of the airplane. IGNITION SYSTEM Engine ignition is provided by two igniters in the engine combustion chamber. The igniters are energized by the ignition exciter mounted on the engine mount on the right side of the engine compartment. Electrical energy from the igni- tion exciter is transmitted through two high- tension leads to the igniters in the engine. The ignition system is normally energized only dur- ing engine start. Ignition is controlled by an IGNITION switch and a STARTER switch located on the left side- wall switch panel (Figure 6-8). The IGNITION switch has two positions: ON and NORM. The NORM position of the switch arms the ignition system so that ignition will be obtained when the STARTER switch is placed in the START po- sition. The NORM position is used during all ground starts and during airstarts with starter as- sist. The ON position of the switch provides con- tinuous ignition regardless of the position of the STARTER switch. This position is used for air- starts without starter assist, for operation on water-covered runways, during flight in heavy precipitation, during inadvertent icing encoun- ters until the inertial separator has been in by- pass for five minutes, during operations using the emergency power lever, and when near fuel exhaustion as indicated by illumination of the RESERVOIR FUEL LOW annunciator. A green annunciator, located on the annunci ator panel, is labeled “IGNITION ON” and will illuminate when electrical power is being applied to the igniters. The ignition system is protected by acircuit breaker labeled “IGN” on the cir- cuit-breaker panel. ovision 1—January 1093 FOR TRAINING PURPOSES ONLY FlightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL ge Ltt a IGNITION Saas Figure 6-8. IGNITION and STARTER Switches AIR INDUCTION SYSTEM ‘The engine air inlet is located at the front of the engine nacelle to the left of the propeller spinner. Ram air entering the inlet flows through ducting, and an inertial separator system and then enters the engine through a circular plenum chamber, where it is directed to the compressor by guide vanes. The compressor air inlet incorporates a screen which will prevent entry of large articles, but does not filter the inlet air. 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. The inertial separator consists of two movable vanes and a fixed airfoil which, during normal operation, route the inlet ait through a gentle turn into the compressor air inlet plenum (Figure 6-9). When separation of moisture particles is desired, the vanes are positioned so that the inlet airis forced to ex ecute a sharp turn in order to enter the inlet plenum, This sharp turn causes any moisture particles to separate from the inlet air and dis- charge overboard through the inertial separa- tor outlet in the left side of the cowling. 6-11& Figure 6-9. Inertial separator operation is controlled by a T-handle located on the lower instrument panel (Figure 6-9). The T-handle is labeled “BYPASS-PULL” and “"NORMAL-PUSH.”” The BYPASS position should be used when fly- ing through visible moisture such as clouds, rain, snow, and ice crystals with an outside air tem- perature of 4° C or less. It may also be used for ground operations or takeoffs from dusty, sandy field conditions to minimize ingestion of foreign particles into the compressor. The NOR- MAL position is used for all other operations. ‘The T-handle locks in the NORMAL position by rotating the handle clockwise one quarter turn (o its vertical position. To unlock, push forward slightly and rotate the handle 90° counterclock 6-12 FOR TRAINING PURPOSES ONLY FlightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL BYPASS Inertial Separator and T-Handle wise. The handle can then be pulled into the BY- PASS position. Once moved to the BYPASS po- sition, airloads on the movable vanes hold them in position, NOTE When moving the inertial separator control from the BYPASS to the NORMAL position during flight, reduction of engine power will re~ duce the control forces. Care should also be taken to avoid allowing the separator vanes to slam from one position to the other under the force Of the airloads. Maintain a firm grip on the T-handle when operating the inertial separator. NOVEMBER 1989ENGINE FUEL SYSTEM ‘The engine fuel system consists of an oil-to-fuel heater, an engine-driven fuel pump, 2 fuel con- trol unit, a flow divider and dump valve, a dual fuel manifold with 14 simplex nozzles, and two fuel drain lines (Figure 6-10). The system pro- vides fuel flow to satisfy the speed and power demands of the engine. FUEL INLET aw FueL ouruer on mer <> LC on oune OPEN FUEL ouruer LEGEND Ty cow even Bh wares rue BB excinc on Figure 6-11. Oil NOVEMBER 1989 FlightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL, Fuel from 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 (Figure 6-11). A fuel temperature- sensing oil bypass valve regulates the fuel tem- perature by allowing oil either to flow through the heater ciccuit or to bypass it to the engine oil tank, + ‘THERMAL ELEMENT PUSHROD SLEEVE VALVE onmer <> © on ouner BYPASS. I-to-Fuel Heater FOR TRAINING PURPOSES ONLYFlightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL wwouioans yw rans ssvana vans 3313 ‘ang sunss34sHOMN usonagrwrds mors Tang aaa mans ouro1aN! Mors TS, anya 4304nd and waisfg jan euj5uy “91-9 aunBi4 waA31 uaMod 5YaNa Bn, sevane isa O56 davis nas yana7 W3mod 7 “ana USLvaH Tang) 6-13 FOR TRANNG PURPOSES ONLY| | Fuel from the oil-to-fuel heater then enters the engine-driven fuel pump chamber. The pump is mounted on the accessory gearbox at the 2 o'clock position and incorporates both an inlet screen and an outlet filter, both of which are spring-loaded to allow bypass in the event of blockage ‘The fuel control unit consists of a fuel metering section, a temperature-compensating section, and a gas generator pneumatic governor. The fuel control unit determines the proper fucl schedule to provide the power required as es- tablished by the power lever input. This is ac~ complished by controlling the speed of the compressor turbine. When the fuel cutoff valve in the fuel control unit closes during engine shutdown, both primary and secondary manifolds are connected toa dump valve port. Residual fuel in the mani folds is allowed to drain into the fuel can attached to the firewall, where it can be drained daily STARTING SYSTEM The starting system consists of a starter- generator, a STARTER switch, and a starter an- nuneiator light. 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, at which time the start cycle is automatically terminated by a speed-sensing switch located in the starter-generator. ‘The starter-generator is controlled by a three- position switch, labeled “STARTER,” located on the left sidewall switch panel (Figure 6-8). ‘The switch has OFF, START, and MOTOR positions ‘The OFF position deenergizes the ignition and starter circuits and is the normal position at all, times except during engine start. ‘The START position of the switch energizes the starter-generator, which rotates the gas genera- tor portion of the engine for starting. Also, the START position energizes the ignition system, provided the IGNITION switch is in the NORM position. When the engine has started, the starter 6-14 FOR TRAINING PURPOSES ONLY FlightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL, switch must be manually placed in the OFF po- sition to deenergize the ignition system and ac- tivate the generator system. ‘The MOTOR position of the switch motors the engine without having the ignition circuit ener- gized and is used for motoring the engine when an engine start is not desired. This can be used for clearing fuel from the engine, washing the engine compressor, etc. The MOTOR position is spring-loaded back to the OFF position. Also, an interlock between the MOTOR position of the STARTER switch and the IGNITION switch prevents the starter from motoring unless the IGNITION switch is in the NORM position. This prevents unintentional motoring of the en- gine with the ignition on. Starter contactor operation is indicated by an am- ber annunciator labeled “STARTER ENER- GIZED,” located on the annunciator panel. ENGINE ACCESSORIES ENGINE FIRE DETECTION SYSTEM ‘The engine fire detection system consists of a heat sensor in the engine compartment, a warn- ing light labeled “ENGINE FIRE” on the an- nuneiator panel, and a warning horn above the pilot. A test switch, labeled “FIRE DETECT TEST,” is located adjacent to the annunciator panel (Figure 6-12). When depressed, the EN GINE FIRE annunciator illuminates and the warning horn sounds, indicating that the fire warning circuitry is operational. The system is protected by a circuit breaker labeled '“FIRE DET,” located on the circuit-breaker panel eee ai eeetetr Figure 6-12. FIRE DETECT TEST Switch NOVEMBER 1989FightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL CHIP DETECTORS Optional chip detectors may be installed on the engine, one on the underside of the reduction gearbox case and one on the underside of the accessory gearbox case. The chip detectors are electrically connected to an annunciator labeled “CHIP DETECTOR” on the annunciator panel ‘The annunciator illuminates when metal chips are present in one or both of the chip detectors, indicating the need for inspection of the engine for abnormal wear. °ROPELLER The airplane is equipped with an all metal or composite-material, three-bladed, constant- speed, full-feathering, reversible, single-act- ing, governor-regulated propeller. A setting introduced into the governor with the pro- peller control lever establishes the propeller speed (Figure 6-13). To feather the propeller blades, the propeller control lever on the control pedestal is placed in the FEATHER position. Counterweights and spring tension twist the propeller blades through high pitch and into the streamlined or feathered position. Unfeathering the propeller is accom- plished by positioning the propeller control lever forward of thc FEATHER gate. The unfeather- ing system uses engine oil pressure to force the -opeller out of feather. “Reversed propeller pitch is available for decreas- ing landing ground roll. To accomplish reverse pitch, the power lever is retarded beyond IDLE and well into the BETA range. Maximum reverse power is accomplished by retarding the power lever to the MAX REVERSE position, which increases power output from the gas gen” erator as well as positions the propeller blades at full reverse pitch. CAUTION ‘The propeller reversing linkage can be damaged if the power lever is “Revision tJanvary 1983 moved aft of the IDLE position when the propeller is feathered. PROPELLER GOVERNOR ‘The propeller governor consists of 2 mechanical governor, a Beta control valve, and a pneumatic. Np governor. The propeller governor operates in the following five modes. Underspeed With the propeller control lever setto the desired rpm, a condition of underspeeding will occur when the propeller rpm falls below the pres- elected setting or has not reached the selected speed. Onspeed In an onspeed condition in forward thrust, the forces acting on the engine, propeller, and pro- peller governor are in a state of balance. With the propeller control lever set to the desired rpm, the propeller blades are at the correct pitch an- gle to absorb the power being developed by the engine, OVERSPEED With the propeller control lever at the desired rpm, an overspeed condition will occur when, the propeller rpm is driven above the preselected speed. This can occur during changes of flight altitude, during sudden power level changes, or because of rapid changes in atmospheric conditions. FEATHERING The propeller governor pilot valve is raised me- chanically to decrease the oil pressure at the pro- peller. Under this influence of the return springs and counterweights, the blades are rotated to the feathered position. FOR TRANING PURPOSES ONLY> 2 (esing) warskg sojado1g “€1-9 oanBig 3 i sunssaua unv‘s (jl) 7 Sova wWwoINnvHoaA ll vonuni3u aneeal $ uv uonusno [] WoaunssaueHon ll EE Z aNa937 < vontiano9 = AHOISMHALNNOO ‘g33dSU3N0 doud 9 ray zs Hould007 zi ‘oninstigAH ¢ anna on > F Nunise 3 : 6 9 9 a 5 a i z c < Fi 2 a a 2 c ¢ 2 < g E © o 5 0 a iW oBeta Range This mode of operation is nongoverning. Oil pressure to and from the governor is metered by the Beta control valve through a mechanical lever and a feedback ring. OVERSPEED GOVERNOR TEST SWITCH An OVERSPEED GOVERNOR PUSH TO TEST switch is located on the left side of the instrument panel and is used to test the propel- ler overspeed governor during engine runup (Figure 6-14). Depressing the switch actuates a solenoid on the propeller overspeed governor which restricts propeller rpm when the power lever is advanced. To check for proper opera- tion of the overspeed governor during engine runup, depress the press-to-test switch and ad- vance the power lever until propeller rpm sta- bilizes. Propeller rpm should not exceed 1,750 +60 rpm. 6-16 FOR TRAINING PURPOSES ONLY NOVEMBER 1989 VERSPEED iOVERNOR Rim is 8 eo Figure 6-14. OVERSPEED GOVERNOR: TEST Switch2 3. 4, 5. NOVEMBER 1989 QUESTIONS ‘The PT6A engine is defined as a: 6. A. Fixed-shafi, constant-speed engine B. Free-turbine, turboprop engine C. Single-spool, variable-speed engine D. None of the above The torque gage indicates the power: A. Developed by the gas generator B. Delivered by the propeller 1. C. Of the combined gas generator and power turbine D. Delivered to the propeller ‘The power turbine is mounted on a shaft that: A. Drives the gas generator B. Drives the accessory section C. Drives the reduction gear D. Drives the propeller directly & Air induced into the engine: A. Enters at the rear and is ex- hhausted at the front B. Enters at the front and is ex- hausted at the rear C. Passes from the power turbine to the compressor wheels 5 D. Must be cooled by the compres- . sor section During operations using the emergency power lever: A. Extreme caution should be used when reversing. thrust. B. The EMERGENCY POWER LEVER annunciator light will - 4g luminate, when the lever is un- stowed from the NORMAL position. C. Only partial engine power is available D. Engine response may be slower than when using the power lever. FOR TRAINING PURPOSES ONLY With the propeller control lever in the MAX position: A. The propeller speed is governed at 1,900 rpm. B. The engine delivers maximum torque. C._ The propeller governor is bypassed, D. The gas generator rpm is at maximum, Engine oil level should be: Maintained full at all times B. Checked only before the first flight of the day C. Lower for cold weather D. > Maintained to within 2 quarts of MAX HOT or MAX COLD as appropriate ‘The IGNITION switch should be placed in the ON position: A. For airstarts without starter assist B. For operation on water-covered runways C. During flight in heavy precipitation D. All of the above The inertial separator should be placed in the bypass position: A. To increase engine rpm B. When flying through visible moisture at low temperatures C. For all takeoffs D. During all operations above 5,000 feet Loss of any pneumatic signal to the fuel control unit causes: A. The engine to shut down B. The engine to drop to idle rpm C. The engine rpm to increase rapidly D. A complete stoppage of fuel flow G7JI. When the STARTER switch is placed in the START position: A. The IGNITION switch must be placed in the ON position. B. The ignition system is energized if the IGNITION switch is in the NORM position. The starter-generator functions as a generator. The ignition system is deenergized. vA During the overspeed governor test the propeller rpm should not exceed: 1,900 +60 rpm 1,250 +60 rpm 1,750 60 rpm 2,000 +60 rpm yoe> 6-18 FOR TRAINING PURPOSES ONLY NOVEMBER 1989CHAPTER 7 ICE AND RAIN PROTECTION CONTENTS Page GENERAL... 7A WING, WING STRUT, AND STABILIZER DEICE BOOTS........ 73 PROPELLER ANTLICE BOOTS .... 7-4 WINDSHIELD ANTH-ICE PANEL... 75 PITOT-STATIC HEAT SYSTEMS .......... STANDBY ELECTRICAL SYSTEM... ICE DETECTOR LIGHT .. ENGINE INERTIAL SEPARATOR .... STALL WARNING HEAT SYSTEM .. LIMITATIONS Weight Limits Required Equipment. Maximum Operating Altitude Limits. PLACARD PERFORMANCE, QUESTIONS NOVEMBER 1969 FOR TRAINING PURPOSES ONLY TiFigure 71 7-2 74 75 76 7-7 ILLUSTRATIONS Title Pneumatic Deice System Schematic ... Wing, Wing Strut, and Stabilizer Deice Boots DEICE/ANTLICE Switch Panel .... Propeller Anti-ice Boot........ PROP ANTH-ICE Ammeter .... Ice Detector Light... Placard, ee NOVEMBER 1989 FOR TRAINING PURPOSES ONLY iiCHAPTER 7 ICE AND RAIN PROTECTION GENERAL ‘The flight into known icing equipment package allows flight penetration o ing con- ditions as defined by FAR Part 25 envelopes for continuous maximum and maximum in- termittent icing. The package includes the following: + Pneumatic deicing boots on the wings, wing struts, and horizontal and vertical stabilizer leading edges + Electrically heated propeller blade anti-ice boots + A detachable electric windshield anti-ice panel + A pitot-static heat system + Asstandby electrical system + Ice detection light The wing, strut, and stabilizer deice system in- cludes an ice detector light and a’ DE-ICE PRESSURE annunciator. A schematic of the deicing system is shown in Figure 7-1. The known icing equipment package is de- signed to provide adequate in-flight protection, during normally encountered icing conditions produced by moisture-laden clouds. It will not necessarily provide total protection under Revision January 1999 FOR TRAINING abnormally severe conditions such as those which exist in areas of freezing rain, nor will itnecessarily provide complete protection for continuous operation in extremely widespread areas of heavy cloud moisture content. During all operations, the pilot must exercise good judgment and be prepared to alter the flight if conditions exceed the capacity of the ice pro- tection equipment or if any component of this equipment fails. PURPOSES ONLY TAThe in-flight ice protection equipment was not designed to remove ice, snow, or frost accumu- lations from a parked airplane’sufficiently to en- sure a safe takeoff or subsequent flight. Other means, such as a heated hangar or approved de- icing solutions, should be employed to ensure that all wing, strut, tail, control, propeller, and EJECTOR VENTURI 1 To FLIGHT: INSTRUMENTS Ly OUTED winc LH.INBD WING. eee eee ey, Leepemet Lecmemammmenegad circu BREAKER SWITCH auto. POSITION POSITION BLEED-AIR SYSTEM PRESSURE REGULATOR, TERMINAL BLOCK windshield surfaces, as well as the fuel vents, are free of ice, snow, and frost accumulations and that there are no internal accumulations of ice or debris in the control surfaces, engine in- takes, pitot-static system ports, and fuel vents prior to takeoff. EJECTOR FLOW ‘CONTROL VALVES: BH OUTED WiNG a i Wing STRUT VERTICAL STABILIZER Pneumatic Deice System Schematic Figure 7-1. 7-2 FOR TRAINING PURPOSES ONLY NOVEMBER 1989WING, WING STRUT, AND STABILIZER DEICE BOOTS ‘The pneumatic deice boot system installed on the leading edges of the wings, wing struts, and horizontal and vertical stabilizers is designed to remove ice after accumulation in flight rather than prevent ice formation (Figure 7-2). The sys- tem components include the pressure line which leads from the engine bleed-air system pressure regulator to the vacuum ejector, three flow con- trol valves and pressure switches, a timer, a sys- tem switch and circuit breaker, an annunciator, and the supply lines and pneumatically operated surface deice boots. In operation, the boots ex- pand and contract, using pressure from the en- gine 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. Normally, when the engine is run- ning, vacuum is applied to all boots to hold them against the leading-edge surfaces, When a de- icing cycle is initiated, the vacuum is removed and a pressure is applied to inflate the boots. Ice on the boots will then be removed by normal flight air forces when the aircraft is loaded within the normal center-of-gravity limits A three-position toggle switch, labeled “BOOT PRESS,” located on the DEICE/ANTI-ICE switch panel, controls the normal operation of Revision 1—January 1993 FlightSafety Se GESGNA CARAVAN I PLOT THAhNG MANUAL ea permet Ml st Nala cee ER on the deicing system (Figure 7-3). When the sys- tem is activated, a pressure indicator light on the annunciator panel illuminates each time a boot zonc is inflated. The system is protected by a circuit breaker on the circuit-breaker panel labeled “DE-ICE BOOT.” a Figure 7-3. DEICE/ANTL-ICE Switch Panel Each time a deicing cycle is desired, the switch is pressed to the upper AUTO position and re- leased. This initiates the deicing inflation cycle according to the following sequence: 1. The horizontal and vert inflate for approximat al stabilizer boots y six seconds, 2. The inboard wing boots inflate for ap- proximately six seconds. 3. The outboard wing boots and wing strut boots inflate for approximately six seconds. In the event of a malfunction of the timer con- trolling this cycle, the switch can be held in the Figure 7-2. Wing, Wing Strut, and Stabilizer Deice Boots FOR TRAINING PURPOSES ONLY 73lower MANUAL position to simultaneously in- flate all of the deice boots. If necessary, the sys- tem can be stopped at any point in the cycle by pulling the circuit breaker, labeled “DE-ICE BOOT.” When an automatic deicing cycle is initiated, the pressure indicator annunciator, labeled “DE-ICE PRESSURE,” illuminates within approximately three seconds and remains on for approximately six seconds. This illumination cycle should repeat for each portion of the inflation sequence. If necessary, the system may be recycled six seconds after the completion of a cycle. The absence of illumination during any one of the three sequences of a cycle indicates insufficient pressure for proper boot inflation and effective deicing ability. Additionally, any deviation from the sequence described above could indicate a ‘malfunction of some other portion of the system, and icing conditions should be avoided. PROPELLER ANTI-ICE BOOTS The propeller anti-ice system provides protec- tion against icing through the use of electrically heated boots on the propeller blade leading edges (Figure 7-4). The system is controlled by a three- position toggle switch, labeled “PROP,” on the DEICE/ANTLICE switch panel (Figure 7-3). When the switch is placed in the upper AUTO position, electric current flows to an anti-ice timer which cycles the current simultaneously to the heating elements in the anti-ice boots on the three propeller blades at intervals of 90 sec- onds on and 90 seconds off. NOTE Because excessive anti-ice heat may damage the propeller blades which may be constructed of composite ma- terials, an oil-operated pressure switch installed in the electrical circu utilized to prevent the propeller ant ice system from being turned on with- out the engine running. 7-4 FOR TRAINING PURPOSES ONLY Aira ae ee FlightSafety Figure 7-4. Propeller Anti-ice Boot ‘The switch is off when placed in the middle position. In the event of a malfunction in the anti-ice timer, the switch can be held in the lower MANUAL position to achieve emer- gency propeller anti-icing. Operation of the anti-ice system can be checked by monitoring the ammeter, labeled “PROP ANTI-ICE AMPS,” near the upper left corner of the instrument panel (Figure 7-5). The system is protected by two circuit breakers: a conirol circuit breaker labeled “PROP ANTI- ICECONT” and a heater circuit breaker labeled “PROP ANTL-ICE.” Both circuit breakers are located on the circuit-breaker panel Figure 7-5. PROP ANTI-ICE Ammeter Revision 1—January 1993WINDSHIELD ANTI-ICE PANEL ‘The windshield anti-ice system assures adequate visibility for a landing during flight conditions where ice may form on the windshield. The sys- tem consists of a detachable, electrically heated glass panel approximately 19 inches high and 9 inches wide and the associated control circuitry. ‘The panel mounts to the base of the pilot’s win: shield utilizing a spring-loaded quick-release pin. The panel may be stowed in the airplane using the provided padded cover to prevent scratches, breakage, and wiring damage. Windshield anti-icing is controlled by a three- position toggle switch, labeled “W/S,” on the DEICE/ANTI-ICE switch panel (Figure 7-3). When the switch is placed in the upper AUTO. position, electric current, regulated by a con- troller, flows to the anti-ice panel to prevent the formation of ice in the protected segment of the windshield. The switch is off when placed in the middle position. In the event of a malfunction in the system controller circuitry, the switch can be held in the lower MANUAL position to achieve windshield anti-icing. An annunciator labeled “*WINDSHIELD ANTI-ICE” illumi nates to indicate that the system is operating. The system is protected by two circuit breakers lo- cated on the circuit-breaker panel: a control ci cuit breaker labeled “W/S ANTI-ICE CONT” and_a heater circuit breaker labeled “W/S ANTI-ICE.” CAUTION Inadvertent prolonged ground oper- ation of the heated anti-ice panel without the engine running may cause damage to the panel and craz~ ing of the windshield. ‘The heated glass panel should be installed when- ever icing conditions are a possibility on a pro- posed flight, especially if the freezing level is near or at the surface. Rovision 1—January 1993 PITOT-STATIC HEAT SYSTEMS A pitot-static heat system is installed to assure proper airspeed indications in the event icing conditions are encountered. The system is de- signed to prevent ice formation rather than remove it, once formed. System components include heating elements in the left and right pitot-static tubes, a two- position toggle switch labeled ““PITOT/STATIC HEAT,” on the DEICE/ANTLICE switch panel, and two circuit breakers, labeled “LEFT PITOT HEAT” and “RIGHT PITOT HEAT.” When the PITOT/STATIC HEAT switch is turned on, the elements in the pitot-static tube are heated electrically to maintain proper operation in icing conditions, STANDBY ELECTRICAL SYSTEM The standby electrical system serves as a standby power source after starting in the event the main generator system malfunctions in flight. Any time the standby electrical system is turned on, standby power is automatically supplied to the ‘main buses if the system voltage drops. The sys- tem includes an alternator operated at a 75-amp capacity rating. The alternator is belt-driven from an accessory pad on the rear of the engine. The system also includes an alternator control unit located forward of the circuit-breaker panel, a standby alternator contactor assembly on the left front side of the firewall, and two switches on the left sidewall switch panel. The standby system switches are a two-position toggle switch labeled “STBY POWER,” and a guarded two- position switch/breaker labeled “AVIONICS STBY PWR.” The guard must be lifted in order to select the ON position. The system is pro- tected and isolated by two cirenit breakers, la- beled “STBY PWR,” on the circuit-breaker panel. Field excitation to the alternator control unit is supplied through diode logic from a cit- cuit breaker in the standby alternator assembly or the KEEP ALIVE NO. 2 circuit breaker in FOR TRAINING PURPOSES ONLY 75the main power relay box. System monitoring is provided by two amber annunciators, labeled “STBY ELEC PWR ON” and “STBY ELEC PWR INOP” on the annunciator panel. Total amperage supplied from the standby electrical system can be monitored on the airplane voltammeter with the selector switch in the ALT position. ICE DETECTOR LIGHT An.ice detector light is flush-mounted in the left wing leading edge-to-fuselage fairing to facili tate the detection of wing ice at night by light- ing the leading edge of the wing (Figure 7-6) Components of the system include the ice dé tector light, a two-position toggle switch labeled “WING LIGHT,” on the DEICE/ANTI-ICE. switch panel, and a circuit breaker labeled “ICE DET LIGHT,” on the circuit-breaker panel. The switch is spring-loaded to the off position and must be held in the ON position to keep the ice detector light illuminated. Figure 7-6. lee Detector Light ENGINE INERTIAL SEPARATOR Operation of the engine inertial separator is discussed in Chapter 6, “Powerplant.” 76 FOR TRANING PURPOSE FlightSafety ' [cEaEReRE Ee a ee STALL WARNING HEAT SYSTEM ‘The stall warning vane and sensor unit in the wing leading edge is equipped with a heating ele- ment. The heated part of the system is operated by the STALL HEAT switch on the DEICE/ ANTLICE switch panel and is protected by the STALL WRN circuit breaker on the circuit breaker panel. LIMITATIONS WEIGHT LIMITS Maximum weight for flight into known icing conditions is 8,000 pounds for aircraft with PT6A-114 powerplant and 8,550 pounds for aircraft with PT6A-114A powerplant. NOTE This weight is increased to 8,750 pounds for a 208B equipped with the PT6A-114A powerplant and cargo pod removed. REQUIRED EQUIPMENT ‘This airplane is approved for flight into icing con- ditions as defined by FAR Part 25 continuous maximum and maximum intermittent icing er velopes only if the following Cessna and FAA- approved equipment is installed and is fully operational + Wing and wing strut leading-edge dei boots + Horizontal stabilizer leading-edge deice boots + Vertical stabilizer leading-edge deice boots + Propeller anti-ice boots + Windshield anti-ice panel + Pitot-static tube heat system (left) + Standby electrical system + Ice detector light + Engine inertial separator (required equipment on standard airplane) + Heated stall warning system (included equipment on standard airplane) S ONLY Revision 1 January 1993In addition, refer to Section 2 of the AFM for acomplete listing of other required equipment. MAXIMUM OPERATING ALTITUDE LIMITS Certificated maximum operating altitudes are as follows: 208 and 208 Cargo Master 30,000 cer- tified maximum operating altitude. For 208B aircraft: + Non-icing conditions—25,000 feet + Icing conditions—20,000 feet + Any condition with any ice on the air- plane—20,000 feet PLACARD The following placard must be in- stalled in the airplane in full view of the pilot (Figure 7-7) “The markings and placards instal in tis arplane contain oper- ‘ling lintatons which must be complied wih when operating this airplanes in Normal Category. Otner operating imitations which ‘must be compiled with whon operating this apne in his calogery ‘270 contained inthe Plot's Operating Hankook and FAA Approved ‘Arplane Fight Manual 'No acrobatic manewers, including spins, approved. “This alplane is approved for fight ito icing coneibons ifthe proper optional equipments installed and opera- tional. See POH for weight and alitud restrictions rol ing lo. “This aplane is ceed for he folowing fight operations as of date of xginal airworthiness coriicat: DAY - NIGHT: VER IER. Figure 7-7. Placard Rovision 1—January 1993 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. NOTE Large changes in performance may occur with ice accumulation. Make appropriate allowances for the pos- sibility of these losses occurring when planning a flight into or through forecast or reported icing conditions. When making a landing approach using a 10- KIAS higher airspeed than normal, expect a 25% increase in landing distance. FOR TRAINING PURPOSES ONLY 17-8 QUESTIONS Caravan I airplanes use: A. Electric power B. Bleed air C. Hydraulic power D. Both A and B Each segment of the wing surface deice boot inflation cycle lasts for approximately: A. 3 seconds B. 6 seconds C. 9 seconds D. 12 seconds The windshield, propeller, and pitot-static anti-ice systems are intended to be used: A. After entering icing conditions B. To remove ice from their respective surfaces C. To prevent ice accumulatio D. Only in freezing rain conditions The wing, wing strut, and stabilizer deice boots are intended to be used: A. To prevent ice accumulation B. After % to % inch of clear ice or 4 to % inch of rime has accumulated Continuously . During flight in instrument conditions C. D. When the BOOT PRESS switch is moved to the AUTO position: A. Alldeice boots inflate simultaneously. B. One three-segment deice cycle is initiated. The deice boots inflate automatically every 30 seconds. The deice boots inflate automatically every 18 seconds. soa FOR TRANING 6. %. 10. PURPOSES ONLY When the BOOT PRESS switch is moved to the MANUAL position: All deice boots inflate simultaneously. One three-segment deice cycle is initiated. Only the wing leading edge boots inflate. 99 BP None of the above A. To remove ice from the windshield prior to starting B_ To prevent ice from forming on the windshield C. Instead of using the deicing boots D. Both A and B The standby electrical system: A. Has the same capacity as the main electrical system B Can be used only for starting the engine C. Is powered by a belt-driven alternator D. Is used to power the deice/anti-ice system only The ice detector light is used: A. Momentarily to detect ice accumula- tions at night B. At all times during flight in icing conditions C. Only when visible moisture is present D. Also as a courtesy light on the ground Maximum weight for flight into known icing conditions for a 208B aircraft with a PT6A-114 powerplant is: A. 6,000 pounds B. 7,000 pounds C. 8,000 pounds D. 8,750 pounds Rovision 1—January 1993CHAPTER 8 LANDING GEAR AND BRAKES CONTENTS Page LANDING GEAR SYSTEM ....... 8-1 BRAKE SYSTEM......... QUESTIONS.......-escsessssseessesesee NOVEMBER 1969 FOR TRAINING PURPOSES ONLY BiFigure 81 8-2 8-3 ILLUSTRATIONS Title Page Landing Gear System... Nose Gear Frangible Stop .. Parking Brake . Brake Fluid Reservoir .. NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 8-iilCHAPTER 8 LANDING GEAR AND BRAKES LANDING GEAR SYSTEM The landing gear is of the fixed-gear tricycle type with a steerable nosewheel and two main wheels (Figure 8-1). Main gear shock absorption is provided by a tubular spring-steel main gear spring with a center main gear tube connecting the two outer main gear legs at the gear attach trunnions. ‘The nose gear is equipped with an oil snubber shock strut and a tubular spring- type drag link. The nose gear can be turned 56° either side of center, as shown by the printed limits. If these limits are exceeded, damage to the gear can result, The nose gear is equipped with a frangible stop which will be broken off if the limits have been exceeded during towing operations (Figure 8-2). The stop is attached by a small cable which retains it as an indication of possible nose gear damage, Effective ground control while taxiing is accom- nose gear and to the rudder bars, will turn the plished through nosewheel steering by using the _nosewheel through an arc of approximately 15° rudder pedals to steer in their respective direc- each side of center. By applying differential brak- tions. When a rudder pedal is depressed, a spring- ing the degree of turn may be increased up to loaded steering bungee, which is connected to the 56° each side of center. NOVEMBER 1989 FOR TRAINNG PURPOSES ONLY 8-1FlightSafety GESSNA CARAVAN 1 PILOT TRAINING MANUAL Ser 12 NOSEWHEEL DRAG LINK SPRING. SHIMMY DAMPENER SHOCK STRUT TRUNNION FORWRD SUPPORT AFT SUPPORT 16 RIGHT MAIN WHEEL RIGHT BRAKE. AXLE FITTING RIGHT MAIN GEAR SPRING RIGHT MAIN ATTACH TRUNNION CENTER MAIN GEAR SPRING LEFT MAIN ATTACH TRUNNION LEFT MAIN GEAR SPRING LEFT MAIN WHEEL Figure 8-1. Landing Gear System BRAKE SYSTEM ‘The airplane has a single-disc, hydraulically ac- tuated brake on each main landing gear wheel Each brake is connected, by a hydraulic line, to a master cylinder attached to each of the lot’s rudder pedals. The brakes are operated by applying pressure to the top of either the left (pi- lot's) or right (front passenger’s) set of rudder pedals, which are interconnected. When the air- plane is parked, both main wheel brakes may be set by utilizing the parking brake, which is, operated by a handle on the lower left side of the instrument panel (Figure 8-3). To apply the parking brake, set the brakes with the rudder pedals and puil the handle aft. To release the Figure 8-2. Nose Gear Frangible Stop parking brake, push the handle fully in 8-2 FOR TRAINING PURPOSES ONLY NOVEMBER 1989an Bl (ties Figure 8-3. Parking Brake A brake fluid reservoir, located just forward of the firewall on the left side of the engine com- partment, provides additional brake fluid for the brake master cylinders (Figure 8-4). The fluid in the reservoir should be checked for proper level prior to each flight For maximum brake life, keep the brake sys- tem properly maintained, and minimize brake use during taxi operations and landings. NOVEMBER 1999 Figure 8-4. Brake Fluid Reservoir 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 © Excessive travel and weak braking action Ifany of these symptoms appears, the brake sys- tem is in need of immediate attention. If, dur- ing taxi or landing, braking action decreases, let up onthe pedals ad then reaply the brakes with heavy pressure. If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure. If one brake be- comes weak or fails, use the other brake spar- ingly while using ‘the opposite rudder, as required, to offset the good brake. FOR TRAINING PURPOSES ONLY 83If the nose gear has been turned past its 56° maximum travel: The frangible stop will be sheared ‘The entire nose gear must be No damage has been done. The aircraft must not be moved. ‘The rudder pedals can be used to steer the nose gear approximately: 56° cither side of center 26° either side of center 15° either side of center 10° cither side of center QUESTIONS The parking brake is applied by: A B. Pumping the parking brake han- dle until the brakes are set Setting the brakes with the rudder pedals and pulling the parking brake handle aft Pulling the parking brake handle aft with the engine running None of the above FOR TRAINING PURPOSES ONLY NOVEMBER 19894 ightSafety CHAPTER 9 FLIGHT CONTROLS CONTENTS GENERAL .. WING SPOILERS TRIM SYSTEMS CONTROL LOCKS . STALL WARNING SYSTEM ........ WING FLAP SYSTEM. QUESTIONS... NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 9-19-10 9-11 ILLUSTRATIONS Title Page Wing Spoilers ... Aileron Servo Tab. Aileron Trim Tab ......... Aileron Trim Knob... Elevator Trim Wheel ..........- Control Wheel Lock ...... Rudder Lock. Stall Warning Vane Wing Flap..........se00ccccees WING FLAPS Selector and Position Indicator. Standby Flap System Controls NOVEMBER 1969 FOR TRAINING PURPOSES ONLY 9-iiiA FlightSafety ~ a ESSINA CARAVAN | PLOT TRAINING MANUAL! ASAD AN ere ea alas CHAPTER 9 FLIGHT CONTROLS GENERAL The flight control system on the Caravan I consists of conventional aileron, elevator, and rud- der control surfaces and a pair of spoilers mounted above the outboard ends of the flaps. The control surfaces are manually operated through mechanical linkages, using a control wheel for the ailerons, spoilers, and elevator and rudder/brake pedals for the rudder. NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 94WING SPOILERS ‘The wing spoilers improve lateral control of the airplane at low speeds by disrupting lift over the appropriate flap (Figure 9-1). The spoilers are imerconnected with the aileron system through a pushrod mounted to an arm of the aileron bell- crank. While the movement of the spoilers be~ gins simultaneously with the upward travel of the aileron, movement of the spoilers for the first 5° of aileron travel is negligible. Once the aile- ron has been deflected upward past the 5° point, the spoilers begin to deflect upward at a more proportional rate until they reach the fully up position. When the aileron is deflected down- ward, the spoiler is completely retracted. Aile- ron servo tabs provide reduced maneuvering, control wheel forces (Figure 9-2). Figure 9-1. Wing Spoilers Aileron Servo Tab Figure 9-2. 9-2 FOR TRAINING PURPOSES ONLY TRIM SYSTEMS Manually operated aileron, elevator, and rud- der trim systems are provided. Aileron trimming is achieved by a trimmable servo tab attached to the right aileron (Figure 9-3). It is connected mechanically to a knob located on the control pedestal (Figure 9-4). Rotating the trim knob to the right (clockwise) trims the right wing down; conversely, rotating the trim knob to the left (counterclockwise) trims the left wing down Aileron Trim Knob Figure 9-4. NOVEMBER 1969Elevator trimming is accomplished through two clevator trim tabs by utilizing the vertically mounted trim wheel on the top left side of the control pedestal (Figure 9-5). Figure 9-5. Elevator Trim Wheel Rudder trimming is accomplished through the nosewheel steering bungee connected to the rud- der 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. Rotat- ing the trim wheel to the right will trim nose- right; conversely, rotating it to the left will trim nose-left. The rudder trimming system acts against the steering bungee to displace the rudder pedals and move the rudder itself. The ability to trim the rudder is dependent upon the nose gear extend- ing fully and locking into the center position. NOVEMBER 1989 — CESSNA CARA) Se See Ae If the nose gear is not locked in the center posi- tion, moving the trim wheel will only move the nosewheel left or right and will not affect the rudder. If several attempts to trim the rudder have no apparent effect on control forces, the pilot should consider centering the rudder trim control for the remainder of the flight and notify- ing maintenance upon landing. CONTROL LOCKS A control lock is provided to lock the aileron and elevator control surfaces to prevent damage to these systems by wind buffeting while the air- plane is parked. The lock consists of a shaped steel rod and flag. The flag identifies it as a con- tol lock and cautions about its removal before starting the engine (Figure 9-6). To install the control lock, align the hole in the right side of the pilot’s control wheel shaft with the hole in the right side of the shaft collar on the instru- ment panel, and insert the rod into the aligned holes. Installation of the lock will secure the aile- rons in a neutral position and the elevators in a slightly trailing-edge-down position. Proper in- stallation of the lock will place the flag over the left sidewall switch panel. Figure 9-6. Control Wheel Lock FOR TRAINING PURPOSES ONLY 9-3The airplane is equipped with a rudder lock which is operated by a spring-loaded T-handle located on the bottom of the instrument panel to the right of the control pedestal (Figure 9-7) The handle is labeled “RUDDER LOCK PULL” and, when pulled out, locks the rudder in the neutral position. An interlock between the rudder lock and the fuel condition lever prevents locking the rudder when the fuel condition lever is in any position other than CUTOFF. Should the rudder lock T-handle be left in the locked position inadvertently, moving the fuel condi- tion lever out of CUTOFF, such as during the engine starting sequence, will automatically release the T-handle to the unlocked position. ‘The T-handle is normally released from the locked position by rotating it 90° and allowing it to retract forward to the unlocked position LSU) a RT Lauee igure 9-7. Rudder Lock The control lock and any other type of locking device should be removed or unlocked prior to starting the engine. 9-4 FOR TRAINING PURPOSES ONLY FlightSafety an GESENA CARAVAN I SLOT TSANG MANUAL = A STALL WARNING SYSTEM ‘The vane-type stall warning unit, which is in stalled in the leading edge of the left wing (Fig- ure 9-8), is electrically connected to a stall warning ‘horn located in the pilot’s overhead panel. The vane in the wing senses the change in airflow over the wing and operates the warn- ing horn at airspeeds of between 5 and 10 knots above the stall in all configurations. Figure 9-8. Stall Warning Vane ‘The stall warning system should be checked dur- ing the preflight inspection by momentarily turn- ing the BATTERY switch on and actuating the vane in the wing. The system is operational if the warning horn sounds as the vane is pushed upward, ‘The stall warning system is protected by a cir- cuit breaker labeled “STALL WRN,” which can, be pulled to shut off the warning horn in the event the vane sticks in the on position WARNING | This circuit br in for landing. ker must be pushed ‘The vane and sensor unit in the wing leading edge is equipped with a heating element. The heated part of the system is operated by the STALL HEAT switch on the DEICE/ANTL-ICE switch panel and is protected by the STALL WRN cir cuit breaker on the circuit-breaker panel NOVEMBER 1989WING FLAP SYSTEM ‘The wing flaps are large-span, single-slot and are driven by an electric motor (Figure 9-9). The wing flaps are extended or retracted by position- ing the WING FLAPS selector lever on the con- trol pedestal to the desired flap deflection position (Figure 9-10). The selector lever is moved up or down in a slotted panel that provides mechani- cal stops at the 10° and 20° positions. A white- tipped pointer on the left side of the selector lever provides a flap position indication. The system is protected by the FLAP MOTOR circuit breaker on the circuit-breaker panel SELECTOR LEVER POSTION INDICATOR Figure 9-10. WING FLAPS Selector and Position NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 9-5A standby system can be used to operate the flaps if the primary system malfunctions. The standby system consists of a standby motor, a guarded STBY FLAP MOTOR switch, and an UP- DOWN switch located on the overhead panel (Figure 9-11). Figure 9-11. Standby Flap System Controls ‘The guarded STBY FLAP MOTOR switch has, NORM and STBY positions. The guarded NORM position of the switch permits operation 9-6 FOR TRAINING PURPOSES ONLY of the flaps using the selector on the control ped- estal. The STBY position disables the dynamic braking of the primary flap motor when the standby flap motor system is operated. The other STBY FLAP MOTOR switch has UP, center- off, and DOWN positions. To operate the flaps with the standby system, lift the guard and place the STBY FLAP MO- ‘TOR switch in the STBY position; then actuate the UP-DOWN switch momentarily to UP or DOWN, as desired. It is very important to ob- serve the flap position indicator while operat- ing the standby system. Since the standby flap system does not have limit switches, actuation of the STBY FLAP MOTOR UP-DOWN switch should be terminated when the flaps reach full up or down travel; otherwise, damage to the standby flap motor mounts may result. NOTE Use of the standby flap system should be avoided with the KEC- | 250 autopilot engaged since this will cause the trim to run in the oppo- site direction to the autopilot inputs. NOVEMBER 19891 NOVEMBER 1989 QUESTIONS 3. The wing spoilers on the Caravan I are designed to: A. Be used as speed reduction devices B. Improve lateral control of the air- plarie at low speeds C. Increase the effectiveness of the flaps D. Balance control forces in the aile- ron system ‘The rudder lock is operated by a T- handle which: A. Must be pulled out during engine start B. Must be pushed in to lock the rudder C. Is automatically released when the fuel condition lever is moved out of CUTOFF D. Is located on the center pedestal ‘The rudder trim system: A. Operates a trim tab on the rudder Is operated electrically B. C. Operates against the nosewheel steering bungee D. Is controlled by a knob on the in- strument panel ‘The standby flap system is operated: A. Until the flaps reach their stops B. Until the flap position indi reaches the desired setting C. By using the crank on the over- head panel D. Hydraulically tor FOR TRAINING PURPOSES ONLY 9-7CHAPTER 10 AVIONICS CONTENTS Page PITOT-STATIC SYSTEM AND INSTRUMENTS ... 10-1 General... - 10-1 Airspeed Indicators .. » 10-2 Vertical Speed Indicators . » 10-2 Altimeters » 10-2 Auitude Indicator (Right Flight Instrument Panel) .... - 10-3 Directional Indicator (Right Flight Instrument Panel).. - 10-3 KING AVIONICS. - 10-5 General 10-5 KX 155/165 NAV/COMM Transceiver - 10-5 KR 87 Automatic Direction Finder... - 10-6 KN 63 Distance Measuring Equipment. 10-8 KMA 24 Audio Panel/Marker Beacon Receiver... 10-9 KNI 582 Radio Magnetic Indicator 10-11 KT 79 Transponder ... - 10-11 KRA 405 Radar Altimeter... . 10-12 KFC 150 Autopilot......... 10-13 KFC 250 Autopilot... - 10-15 QUESTIONS ....... 10-19 NOVEMBER 1989 FOR TRAINING PURPOSES ONLYFigure 10-1 10-2 10-3 10-4 10-5 10-6 10-7 10-8 10-9 10-10 10-11 10-12 ILLUSTRATIONS Title Page Airspeed Indicator . + 10-2 Vertical Speed Indicator...... 10-2 Altimeter .. 10-2 Altitude Indicator (Right Flight Instrument Panel) - 10-3 Directional Indicator (Right Flight Instrument Panel) ...... - 10-3 KX 155/165 NAV/COMM Transceiver... = 10-5 KR 87 Automatic Direction Finder ....... 7 KN 63 Distance Measuring Equipment... - 108 KMA 24 Audio Panel/Marker Beacon Receiver.... 10-9 Radio Magnetic Indicator . 10-11 KT 79 Transponder... . 10-14 KRA 405 Radar Altimeter .. 10-12 NOVEMBER 1969 FOR TRAINING PURPOSES ONLY 10-iiiCHAPTER 10 AVIONICS PITOT-STATIC SYSTEM AND INSTRUMENTS GENERAL The airplane is equipped with one pitot-static system as standard equipment, An optional sec- ond system is available for the right flight instrument panel. Each pitot-static system supplies ram-air pressure to its respective airspeed indicator and static pressure to the airspeed indica: tor, vertical speed indicator, and altimeter. Each system is composed of a heated pitot-static tube mounted on the leading edge of the left wing, an airspeed pressure switch located behind the instrument panel, and the associated plumbing necessary to connect the instruments and sources. The left system is equipped with a static pressure alternate source valve located below the DEICE/ANTI-ICE switch panel. A drain valve for each system is located on the respective sidewall beneath the instrument panel. ‘The pitot-static tubes are heated electrically, con- trolled by a switch labeled “‘PITOT/STATIC HEAT,” and protected by circuit breakers labeled “LEFT PITOT HEAT” and “RIGHT PITOT HEAT,” located on the circuit-breaker panel, The static pressure alternate source on the left sys- tem supplies static pressure from inside the NOVEMBER 1989 cabin instead of from the pitot-static tube. Pres- sures within the cabin vary with vents open or closed, causing variations in the airspeed and al- titude readings. For airspeed and altitude calibration charts with the alternate static source in use, refer to the Pilor’s Operating Handbook FOR TRAINING PURPOSES ONLY 10-1FlightSafety f ~~ SSe mais = CESSNA CARAVAN | PLOT TRAINING MANUAL AIRSPEED INDICATORS of the 's barometric scale to the cur- rent altimeter setting. ‘The airspeed indicators are calibrated in knots (Figure 10-1). Limitation and range markings in KIAS include the white arc (full-flap operating range of 50 to 125 knots), green arc (normal operating range of 63 to 175 knots), and a red line at the maxi- mum speed of 175’ knots. CSS a Ry Wea sso OE) aa ieee cus Vela Figure 10-1. Airspeed Indicator VERTICAL SPEED INDICATORS ‘The vertical speed indicators depict airplane rate of climb or descent in feet per minute (Figure 10-2). The pointers are actuated by atmospheric pressure changes resulting from changes of al- titude as supplied by the two independent static sources Eira 7 ee ALTIMETERS Airplane altitude is depicted by barometric al- timeters (Figure 10-3). A knob near the lower left portion of each indicator provides adjustment Figure 10-3. Altimeter 10-2 FOR TRAINING PURPOSES ONLY NOVEMBER 1989ATTITUDE INDICATOR (RIGHT FLIGHT INSTRUMENT PANEL) ‘The attitude indicator gives a visual indication of flight attitude (Figure 10-4). Bank attitude is presented by a pointer at the top of the indica- tor relative to the back scale which has index marks at 10, 20, 30, 60, and 90° either side of the center mark. 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 upper “*blue sky”’ area and lower ‘‘ground’’ area have ar- bitrary pitch reference lines useful for pitch at- titude control. A knob at the bottom of the instrument is provided for in-flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication. FlightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL DIRECTIONAL INDICATOR (RIGHT FLIGHT INSTRUMENT PANEL) ‘The directional indicator displays airplane head- ing on a compass card in relation to a fixed simu- lated airplane image and index (Figure 10-5) The directional indicator will precess slightly over a period of time. Therefore, the compass card should be set in accordance with the mag- netic compass just prior to takeoff and occasion- ally readjusted on extended flights. A knob on the lower left edge of the instrument is used to adjust the compass card to correct for any precession. Figure 10-5. Directional Indicator Figure 10-4. Attitude Indicator (Right (Right Flight Flight Instrument Panel) Instrument Panel) NOVEMBER 1969 FOR TRAINING PURPOSES ONLY 10-3KING AVIONICS GENERAL Many Cessna Caravan I aircraft are equipped with a King avionics package consisting of: © KX 155/165 NAV/COMM © KR 87 digital ADF © KN 63 digital DME *© KMA 24 audio control system/marker bea con receiver © KNI 582 radio magnetic indicator * KT 79 transponder * KRA 405 radar altimeter * KFC 150 or KFC 250 autopilot KX 155/165 NAV/COMM TRANSCEIVER General Alll controls required to operate the KX 155/165 are located on the unit front panel (Figure 10-6) Figure 10-6. KX 155/165 NAV/ COMM Transceiver To turn the unit on, rotate the volume knob, la- beled “OFF-PULL TEST,” located in the lower left corner of the control panel, clockwise from the OFF position. Power is applied and the dis- plays illuminate. No warm-up time is required NOVEMBER 1909 NOTE As_with all avionics, the KX 155/165 should be turned on only after engine start and should be tuned off prior to engine shutdown. This prevents avionics equipment damage due to voltage transients during these operations, COMM Transceiver ‘The unit incorporates a nonvolatile memory which stores the active and standby frequencics when the unit is turned off. Upon activation, the USE and STBY windows display the same fre- quencies that were displayed when the unit was last turned off. If an invalid frequency is detected in the memory during power-up, both the USE and STBY windows display 120.00, indicating the presence of an error in the stored frequency. To override the automatic squelch for audio test, orto aid in receiving a distant station, pull the volume control knob out and rotate to the desired listening level. Push the knob in to activate the automatic squelch. ‘The left half of the KX 155/165 display is dedi- cated to the communications frequencies. Two frequencies are displayed: the frequency in use (USE) on the left and the standby (STBY) fre- quency on the right. Depressing the transfer but- ton beneath the display causes the two frequencies to exchange positions. Only the STBY frequency can be changed. When the desired frequency has been selected in the STBY window, it can be moved into the USE frequency position by pressing the transfer button. The frequency displayed in the STBY window can be changed by rotating the two concentric frequency selection knobs beneath the display. ‘The large outer knob is used to change the MHz, portion of the display; the smaller, inner knob changes the kHz portion. Clockwise rotation of these knobs increases the frequency and coun- terclockwise decreases it. When the kHz selec- tor knob is pushed in, the frequency changes in 50-kHz steps. When it is pulled out, the fre- quency changes in 25-kHz steps. Ateeither band- edge of the 118.000-to 135.975-MHz frequency spectrum, an off-scale rotation wraps the display FOR TRAINING PURPOSES ONLY 10-5around to the other frequency band-edge (i.e., 135.00 MHz advances to 118.00 MHz). When the microphone is keyed, a lighted “T”” appears between the USE and STBY displays to indicate that the transceiver is operating in the transmit mode. NAV Receiver ‘The operation of the NAV receiver is very simi- lar to that of the COMM transceiver. The USE and STBY frequencies are stored in the memory on shutdown and return on power-up. If an er- ror is detected on power-up, the unit displays 110.000 MHz in both the USE and STBY/RAD. windows. The right portion of the display is allocated to NAV receiver USE and STBY/RAD informa- tion, The frequency channeling is the same as the COMM transceiver when operating in the frequency mode. The NAV frequency selection knobs are located on the right side of the front panel. The larger knob changes the frequency in 1-MHz steps, and the smaller knob operates in 50-KHz steps. The receiver's lower and up- per limits are 108.00 MHz and 117.95 MHz, respectively. Exceeding the upper limit of the frequency band automatically returns the display to the lower limit and vice versa. When the smaller NAV kHz frequency selector knob is pulled out on the KX 165 model, the VOR radial FROM the station in USE is digi- tally displayed in the STBY/RAD window. When in the RAD mode, the STBY frequency is still in storage but not displayed. The STBY frequency can be moved into the USE window at any time by pressing the transfer button. While in the RAD mode, rotation of the frequency selector knobs channels the active frequency directly in the USE window. If the VOR signal is too weak to provide a radial readout or if an ILS frequency has been selected, a warning con- sisting of three dashes displayed in_ the STBY/RAD window js activated. The RAD mode is not provided on the model KX 155 receiver; therefore, when the frequency selec- tor knob is pulled out, three dashes appear in the right window of the NAV display. 10-6 FOR TRAINING PURPOSES ONLY \ CARAVAN | PILOT TRAINING MAN ARON MO AES Tati FlightSafety ‘The NAV IDENT knob is activated by pulling it outward so that both yoice and ident can be heard. When this knob is pushed in, the ident tone is muted. The volume of voice/ident can be adjusted by rotating this knob clockwise to increase and counterclockwise to decrease. KR 87 AUTOMATIC DIRECTION FINDER General ‘The KR 87 automatic direction finder is a digi- tally tuned solid-state receiver which provides bearing information to stations in the 200- to 1799-kHz frequency band and which also pro- vides audio reception to enable the pilot to iden- tify stations and listen to transcribed weather broadcasts or commercial radio stations in the AM broadcast band (Figure 10-7). The unit fea- tures a gas-discharge display that displays the active ADF frequency in the left window. The right window displays either the standby fre- quency, which can be transferred to the active window, or a flight timer or programmable clapsed timer. The flight timer keeps track of the total flight time, while the independent programmable elapsed timer can be reset to count up from zero or preset to a value from which it counts down to zero. This feature is pecially valuable for nonprecision timed ap- proaches, fuel management, dead reckoning navigation, etc. Figure 10-7. KR 87 Automatic Direction Finder ‘An automatic dimming circuit adjusts the bright- ness of the display to compensate for changes in ambient light level. A nonvolatile, electrically alterable memory is used to store the active and standby frequencies even after the unit is turned off. NOVEMBER 1989Operation ‘The unit is turned on by rotating the volume con- trol clockwise past the detent. The volume con- trol is used to adjust the audio output for a comfortable listening level. NOTE ‘The audio muting feature of the KR 87 causes the audio output to be muted unless the receiver is locked onto a valid station. This reduces in- terstation noise and aids the pilot in identifying usable stations The KR 87 automatic direction finder has two operational modes. When the ADF button is out, the unit is in the ANT (antenna) mode and the loop antenna is disabled. In this mode the unit simply acts as a receiver, allowing audio recep- tion through the speaker or headphones. The in- dicator needle remains parked at the 90° relative position, and the ANT message on the left side of the display is illuminated. This mode provides slightly clearer audio reception and is used for station identification. ‘The ADF mode is selected and annunciated when the ADF button is in the depressed posi- tion. ADF activates the bearing pointer in the ADF indicator, causing it to move without hesi- tation to point in the direction of the station rela- tive to the aircraft heading. In various parts of the world, some L/MF sta- tions use an interrupted carrier for identification purposes. A beat frequency oscillator (BFO) function is provided to permit these stations to be more easily identified. Pushing the BEO switch causes a 1000-Hz tone to be heard when- ever there is a radio carrier signal present at the selected frequency. It also illuminates the BFO message in the center of the display. The active frequency to which the ADF is tuned is displayed in the left side of the window at all times. A standby frequency is displayed in the right side when FRQ is annunciated. The standby frequency is placed in “blind” memory when either flight time (FLT) or elapsed time (ET) mode is selected. NOVEMBER 1989 With FRQ annunciated, the standby frequency is selected using the frequency select knobs, which may be rotated either clockwise or coun terclockwise. Pull the small inner knob out to tune 1s. Push the small inner knob in to tune 10s. The outer knob tunes the 100s and the 1000s up to 1799, ‘The standby frequency selected may then be put into the active window by pressing the FRQ but- ton. The standby and active frequencies are ex- changed, the new frequency becomes active, and the former active frequency goes into standby. While FLT or ET is displayed, the active fre- quency in the left side of the window may be changed by using the frequency select knobs. This has no effect on the stored standby fre- quency or the other modes. This feature is es- pecially useful when searching for stations with unknown frequencies ADF Test To test the ADF, first select ANT mode. This causes the bearing pointer to move directly to the parked 90° position. Tune the unit to a usa- ble frequency and select ADF mode. The needle should move without hesitation to the station bearing. Excessive sluggishness, wavering, or reversals indicate a signal that is too weak or a system malfunction, Timers The unit incorporates two timers: the FLT (flight timer) and the ET (elapsed timer). When power is first applied, the flight timer is displayed. Pressing the FLT/ET button causes the elapsed timer to be displayed. Pressing it again causes the FLT timer to be displayed. The flight timer is displayed in the right win- dow when the FLT message is illuminated. This timer counts up to 59 hours, 59 minutes, 59 sec- onds. When the unit is first turned on, this timer is automatically started at 0. Minutes and sec- onds are displayed until a value of 59 minutes and 59 seconds is reached. On the next count, the display shifts to hours and minutes. The flight timer may be reset to zero and restarted by turn- ing the unit off and then back on again. FOR TRAINING PURPOSES ONLY 10-7‘This timer has two modes: count-up and count- down. When power is applied, it is in the count- up mode starting at zero. The elapsed timer counts to 59 hours, 59 minutes, 59 seconds, dis- playing minutes and seconds until one hour has clapsed, then displaying hours and minutes. ‘When in the count-up mode, the timer may be reset to zero by pressing the reset (RST) button. NOTE Pressing the RST button resets the elapsed timer regardless of what is currently being displayed. ‘To enter the count-down mode, depress the RST button for approximately two seconds until the ET message begins to flash. This may be done regardless of the current display. While the ET message is flashing, the timer is in the ET set mode. In this mode, a number up to 59 minutes, 59 seconds may be preset into the elapsed timer with the concentric knobs. With the small knob pressed in, the 10s of seconds digit may be changed. It increases up to 5 and then rolls over from 5 to 0 when turned clockwise and vice versa when turned counterclockwise. The 1s of seconds digit may be changed by pulling the small knob out and rotating it. When turned clockwise past 9, the display rolls over to 0. When turned counterclockwise past 0, it rolls over to 9. The large knob changes the minutes. Clockwise rotation increases the minutes until 59 is reached. Rotation past 59 rolls the display over to 0. Counterclockwise rotation past 0 rolls the display over to 59. The timer remains in the ET set mode for 15 seconds after a number is, set or until the RST button is pressed. When the RST button is pressed after a number is preset, the elapsed timer starts counting down. NOTE The timer starts when RST is pressed, regardless of the current display 10-8 When the timer reaches zero, it changes to the ‘count-up mode and continues up from zero. The display flashes for 15 seconds after zero is reached. While the elapsed timer is counting down, pressing the RST button has no effect un- less it is held for approximately two seconds. ‘This causes the timer to stop and enter the set mode. KN 63 DISTANCE MEASURING EQUIPMENT General ‘The King KN 63 DME is the airborne interro- gator portion of a navigation system which sup- plies continuous, accurate, slant range distance information from a fixed ground station to an aircraft in flight. Distances up to 389 nautical miles, groundspeeds up to 999 knots, and time- to-station up to 99 minutes are computed digi- tally and displayed simultaneously on the panel display (Figure 10-8). rn Cea or Figure 10-8. Measuring Equipment ‘The unit is designed to operate with the panel- mounted KDI 572/574 master indicators which have a gas discharge display that simultaneously indicates range, speed, and time-to-station. An automatic dimming circuit adjusts the brightness of the display to compensate for changes in am- bient light level. A rotary switch on the KDI 572 selects NI, hold, or N2 channeling and also pro- vides a system power switch. NOVEMBER 1989Operation The rotary switch on the front of the KDI 572 has four positions: OFF, N1, HOLD, and N2. In the OFF position, the master and slave indi- ators in the remote-mounted DME are all turned off. In the NII position, the DME is chan- neled from the NAV I control head. In the N2 position, the DME is channeled from the NAV 2 control head. In the HOLD position, the DME is channeled to the last selected NAV 1 or NAV 2 frequency and continues to display informa- tion relative to this channel. This allows both the NAV 1 and NAV 2 navigation receivers to be set to new operational frequencies without af- fecting the previously selected DME operation. ‘To prevent the display of false information, the indicator displays dashes and the KN 63 stays in search mode Whenever power is turned on or ly interrupted in frequency hold mode. Normal operation is re-established by switching to NI or N2 channeling, The indicator simultaneously displays DME range, speed, and time-to-station. In addition, a “1” is displayed in NI mode and a ‘'2” ig displayed in N2 mode to indicate the selected channeling source. In HOLD mode, either a “IH” or “H2” is displayed to indicate the chan- neling source that is being held. “*RNV”’ is dis- played when the displayed distance, speed, and time-to-station are derived from an area navi- gation system, When the KN 63 is locked to a ground station, range is displayed to the nearest 0.1 nautical mile from 100 to 389 nautical miles. Groundspeed is displayed to the nearest knot from 0 to 999 knots. Time-to-station is displayed to the nearest minute from 0 to 99 minutes. The indicator di plays 99 minutes for any computed time-to- station greater than 99 minutes. When the unit is in search mode, dashes are displayed instead of range, speed, and time-to-station The audio output of the KN 63 is preset inter- nally and is not adjustable by the pilot. ‘The effective range of the KN 63 DME depends on many factors, the most important being the altitude of the aircraft. When the aircraft is on the ground, the KN 63 usually will not receive NOVEMBER 1909 DME stations due to line-of-sight signal limita- tions. Other factors contributing to the DME’s effective range are the location and altitude of the ground transmitter, the transmitter power ‘output, and the degree of maintenance of the ground facility. The distance measured by the KN 63 is slant-range distance (measured on a slant from the aircraft to the ground station) and should not be confused with actual ground dis- tance. The difference between ground distance and slant-range distance is smallest at low alti- tude and long range. These differences may differ considerably when in close proximity to a VOR/DME facility. However, if the range is three times the altitude or greater, this error is negligible. In order to obtain accurate ground- speed and time-to-station, the aircraft must be tracking directly to or from the station. KMA 24 AUDIO PANEL/ MARKER BEACON RECEIVER ‘The KMA 24 combines the functions of a marker beacon receiver and an audio control panel to control the audio from all communications and navigation transceivers and receivers. All audio is selectable for either speaker or headphone out- puts. An intercom can also be controlled from this panel on some models (Figure 10-9). Figure 10-9. KMA 24 Audio Panel/ Marker Beacon Receiver The marker beacon receiver presentation uses three colored lenses: white, blue, and amber. ‘The lenses are engraved with the letters A, O, and M, respectively. ‘The outer marker signal is modulated at 400 Hz and is keyed at the rate of two dashes per sec- ‘ond. When passing over the outer marker, the blue light, labeled “*O,” flashes at the rate of two dashes per second, and if the audio is se- lected, a series of low’ tone dashes is heard. FOR TRAINING PURPOSES ONLY 10-9‘The middle marker signal is modulated with 1300 Hz. Modulation is keyed with alternate dots and dashes. These dots and dashes are heard in ‘a medium pitched tone during passage over the middle marker, and the amber light, labeled “M," flashes synchronously with the tones. The inner marker modulation is 3000 Hz and is keyed six times per second. Passage of this marker or an airway marker produces high- pitched dots and synchronous flashes from the white light, labeled “A.” ‘The three marker lights can be tested by depress- ing the top horizontal pushbutton labeled “TST,” causing all three lights to illuminate simultaneously. NOTE When equipped with a KFC 250 au- topilot, the TST button should not be pressed to test the lamps when au- topilot-coupled on an ILS approach inside the outer marker. This causes a change in autopilot sensitivity. ‘The sensitivity of the marker beacon receiver can be selected with the bottom horizontal push- button labeled “SENS.” With HI sensitivity se- lected (SENS pushbutton depressed), the receiver detects a weaker signal than with LO selected. The LO sensitivity may then be se- lected to reduce the duration of the indica- tion, thereby obtaining a more accurate indication of station passage. The audio tones are heard before and after the visual indication is given since a stronger signal is required for lamp illumination that for aural tone 10-10 FOR TRAINING PURPOSES ONLY The top row of vertical pushbuttons on the KMA. 24 is used to select the desired audio to be heard on the cabin speaker. The bottom row of verti- cal pushbuttons selects the audio to be heard on the headphones. The selections are completely independent of each other, allowing the same au- dio input to be selected for both speaker and headphones if desired When the AUTO pushbuttons are selected, the audio from the transceiver selected with the mi- crophone switch is heard in the speaker or head- phones. Two AUTO pushbuttons are provided: one for the speaker and one for the headphones. The microphone selector switch performs sev- eral functions. First, it routes microphone au- dio and keying to the appropriate transceiver or to the speaker amplifier. Second, it switches the speaker amplifier output to the appropriate speaker. On units with AUTO, this function is performed by the microphone selector switch. Italso turns the speaker amplifier power on and off. When the MIC selector switch is in the OFF position, power is not supplied to the speaker amplifier or to the marker beacon receiver. However, the headphone amplifier is still active. ‘The INT position of the MIC selector switch per- mits the flight crew to address cabin occupants over the cabin speaker. When the mike is keyed, the receiver audio is muted, and microphone out. put is sent to the cabin speaker. Revision 1—January 1993KNI582 RADIO MAGNETIC INDICATOR ‘The KNI 582 radio magnetic indicator (RMD is used in conjunction with other airborne navi- gation equipment to aid the pilot in navigating the airplane. The RMI eliminates the need for many of the numerical and graphical computa- tions necessary for determining the airplane po- sition (Figure 10-10) Radio Magnetic Indicator ‘The RMI is a panel-mounted navigation instru- ment that combines the display of NAV and ADF bearing information with the airplane head- ing on a single instrument. The NAV and ADF ‘magnetic bearings (0 the selected stations are dis- played by individual rotating pointers against the background of a rotating azimuth card. The azimuth card is driven by the slaved magnetic ‘compass system in the airplane and continuously indicates airplane heading. Thus, the relative bearing between the aircraft heading and the sta- tion is pictorially displayed. Each pointer in the indicator is dependent only on its associated receiver for indicating bearings A single-bar pointer indicates NAV 1 or ADF bearings, and a double-bar pointer indicates NAV 2 or ADF bearings. The choice of NAV NOVEMBER 1989 FOR TRAINING PURPOSES ONLY or ADF information displayed by each pointer is determined by the corresponding front panel display switches in the lower corners of the instrument. If a localizer frequency is selected or the NAV receiver indicates a flagged condition, the NAV pointer slews to the 3 o'clock position. A HDG flag falls into view in the upper left corner of the display when the heading infor- mation being displayed is invalid. KT 79 TRANSPONDER ATC ground radar sends out interrogations to any aircraft within its area at 10- to 15-second intervals. The transponder receives these inter- rogations and triggers a coded response of ra: dar pulses, which are transmitted back to ATC. ‘The return reinforces the aircraft's image on the controller's radar screen. The KT 79 can reply to radar in any of 4,096 preselected codes: When the IDENT button is pressed, the radar target representing the aircraft “‘blooms”” radar screen, enabling the controller to posi identify the aircraft and its location, After engine start, turn the function selector to the standby (SBY) position (Figure 10-11), Select the proper reply code by rotating the code select knob to change the first digit. A momen- tary push on the code select knob moves the digit select caret beneath the code display to the next digit, which again is set by rotating the code select knob. Follow this procedure until all four digits in the reply code have been selected. There is no need to move the caret back to the first digit; it automatically returns after about five sec- onds. The reply code is retained through power shutdowns if the code was not changed during the five seconds prior to removing power. Figure 10-11. KT 79 Transponder 10-11Just prior to takeoff, switch the function selec- tor to ON and the transponder operates in Mode A or normal mode. To operate in Mode C, or altitude reporting mode, turn the function selec- tor to ALT, The encoded altitude appears in the left portion of the display. This numerical readout indicates the altitude output from the al- {itude encoder and is transmitted and displayed in 100-foot increments. A readout of 145, for example, corresponds to a flight altitude of 14,500 feet, while a readout of 071 corresponds to an altitude of 7,100 feet. If this function is inoperable, dashes appear in the altitude portion of the display. Note that the displayed altitude may not agree exactly with the aircrafi’s altimeter when fly ing below 18,000 feet because encoders are preset to 29.92 inches of mercury. An encoder's altitude transmission is automatically corrected for proper altimeter setting by a ground com- puter in order to present the correct altitude to the controller. When the VER code is required, press the VER pushbutton and 1200 appears in the code win- dow. If a preset reply code other than the factory-set 1200 is desired, a new code may be programmed using the following procedure: 1. Turn the function selector to standby, 2. Select the code desired. ile holding the IDENT button in, fly depress the VFR pushbutton. 3. WI bri ‘The code now stored in VFR remains the same until changed again with the above procedure. A flashing R reply indicator shows that the tran- sponder is working properly and is replying to interrogations from ground radar. If the indica- tor is flashing almost continuously, the transpon- der is responding to interrogations from several radar stations. When a controller requests “Ident” or “Squawk ident,” press the IDENT pushbutton briefly. IDT is annunciated in the display for the 20 to 25 seconds that the transponder is sending the IDENT information. 10-12 FOR TRAINING PURPOSES ONLY FlightSafety ~ GESSNA CARAVAN | PILOT TRAINING MANUAL ‘Turning the function selector to the TEST posi- tion causes all legends on the display to illumi- nate. If the R illuminates, the receiver is operating normally. KRA 405 RADAR ALTIMETER The KRA 405 radar altimeter (Figure 10-12) provides continuous visual indication of height above terrain from 2,000 feet to touchdown. It also provides continuous selection of decision height and annunciation of the selected decision height, as well as a complete self-test. CLOG as X 100 FEET 20 Figure 10-12. KRA 405 Radar Altimeter ‘The scale gives accurate altitude indications from 20 to +2,000 feet. From —20 to 500 feet each mark on the scale represents 10 feet. From 500 to 2,000 feet, each mark represents 100 feet. The AGL altitude in feet is displayed beneath the indicator needle. At altitudes above 2,000 feet the indicator needle disappears behind the mask ‘The flag indicates that invalid altitude informa- tion is being displayed or that the self-te: ton is pressed. NOVEMBER 1980The self-test button is used to test the radar al- timeter R/T and indicator. When the button is depressed, the flag comes into view and 50 +5 feet is displayed. ‘The decision height (DH) knob controls the DH bug. Clockwise rotation of this knob causes the DH bug to increase in altitude; counterclockwise rotation decreases DH bug altitude. The DH bug, position indicates the altitude at which the DH light illuminates. ‘The DH light illuminates when the decision height is reached. The lamp can be turned off by pushing the lamp in. The lamp can be turned onagain, when below the decision height, by de- pressing the lamp a second time. Once turned off, the DH lamp is automatically armed upon climb~ out as the aircraft passes through the DH alti- tude. Pressing the self-test button also turns the DH lamp on if the DH bug is set above 50 feet. ‘The operation of the KRA 405 can be tested prior to takeoff using the following procedure: 1. Turn on primary aircraft power. 2. Adjust the DH knob to set the DH bug to 25 feet. 3. Depress the TEST button. The indicated altitude should be 50 :5 feet, and the flag. should come into view. The DH lamp. should be out. 4, With the TEST button depressed, slowly increase the DH bug until the DH lamp il- luminates. The bug should be 50 +45 feet. ‘The lamp should be illuminated at all alti- tudes above 50 feet, 5. Release the TEST switch. The warning flag should move out of view, and the in- dicated altitude should be 0 feet, nominal. KFC 150 AUTOPILOT NOTE When the autopilot is turned on while the airplane is on the ground, the control wheel should be held to prevent the ailerons from banging the stops. Before Takeoff Reliability Tests 2. 3 4. NOTE Steps 1 through 9 are to be per- formed prior to each flight. Gyros . ALLOW 3-4 MINUTES FOR THE GYROS TO COME UP TO SPEED AVIONICS POWER 1 Switch...... ON Preflight TEST Button—Press momen- tarily and note: a. All annunciator lights are on (TRIM annunciator flashing). b. After approximately five seconds, all annunciator lights are off except AP, which will flash approximately 12 times and then remain off. If TRIM warning light stays on, then the autotrim did not pass pre- flight test. The autopilot circuit breaker should be pulled. (The autopilot and manual electric trim will be inoperative.) Manual Electric Trim—Test as follows: a. Actuate left side of split switeh unit to the fore and aft positions. The trim ‘wheel should not move on its own. Ro- tate the trim wheel manually against the engaged clutch to check the pilot’s trim overpower capability b. Actuate right side of split switch unit to the fore and aft positions. Trim wheel should not move on its own, and normal trim wheel force is required to move it manually c. Press the A/P DISC/TRIM INTER switch down and hold. Manual electric trim should not operate either noseup or nosedown. NOVEMBER 1989 FOR TRAINING PURPOSES ONLY 10-1310-14 5. Plight Director............ ENGAGE BY, PRESSING FD OR CWS BUTTON 6. Autopilot.... ENGAGE BY PRESSING AP ENG BUTTON 7. Flight Controls .... MOVE Move fore, aft, left, and right to verify that the autopilot can be overpowered. 8. A/P DISC/TRIM INTER Switch ot .. PRESS Verify that the autopilot disconnects and all flight director modes are canceled. SET TO TAKEOFF POSITION 9. Trim ... Limitations The following autopilot limitations must be fol- lowed during airplane operation: * During autopilot operation, a pilot with seat beit fastened must be seated at the left pilot position. * The autopilot must be OFF during take- off and landing. * The system is approved for Category I op- eration only, approach mode selected * The autopilot must be disconnected below 200 feet AGL. © The autopilot must be off during use of the standby flap system. waRNine | In accordance with FAA recom- mendation (AC-00-24K), use of basic pitch attitude hold mode recommended during operation in severe turbulence. Emergency Procedures In case of autopilot malfunction: NOTE Accomplish items 1 and 2 simultaneously. 1. Airplane Control Wheel... . GRASP FIRMLY AND OPERATE Grasp firmly and operate as required to manually override the autopilot 2. AJP DISC/TRIM INTER Switch ... PRESS AND HOLD 3. A/P DISC/TRIM INTER Switch ...... .. RELEASE Release while observing pitch trim wheel. Ifpitch trim wheel is in motion, follow the electric trim malfunction procedure. In case of electric trim malfunction (either man- ual electric or autotrim): 1. A/P_DISC/TRIM INTER Switch ... PRESS AND HOLD Press and hold throughout recovery 2. ELEV TRIM Circuit Breaker .............. PULL OFF 3. Aircraft ......... RETRIM MANUALLY WARNING When disconnecting the autopilot after a trim malfunction, hold the control wheel firmly; up to 45 pounds of force on the control wheel may be necessary to hold the aircraft level. Maximum altitude losses due to autopilot malfunction: * Configuration . * Cruise, Climb, . ALTITUDE LOss and Descent... 500 FEET * Maneuvering... 100 FEET © Approach . 100 FEET Autopilot disengagement—The autopilot may be manually disengaged by any of the following methods: ‘* Press the A/P DISC/TRIM INTER switch on the pilot's control wheel. Operate the pilot’s electric trim switch UP or DOWN to automatically disengage the autopilot FOR TRAINING PURPOSES ONLY NOVEMBER 1989* Press the AP/ENG button to the OFF position. © Pull the A/P FD circuit breaker out. © Turn off the AVIONICS POWER | switch. KFC 250 AUTOPILOT NOTE When the autopilot is turned on while the airplane is on the ground, the control wheel should be held to prevent the ailerons from banging the stops. Preflight NOTE Perform steps 1 through 12 prior to each flight and for Category T use. 1, Inverter Switch ....... SELECT 1 OR 2 Required for primary flight instruments as well as for autopilot operation. Turn OFF prior to engine shutdown. 2. AVIONICS POWER 1 Switch...... ON . ALLOW 3 TO 4 MINUTES FOR GYROS TO COME UP TO SPEED 3. Gyros 4, All AutopiloUFlight Director Modes...... DISENGAGE OR CHECK DISENGAGED 5. PRFLT TEST Button .+. PRESS AND HOLD All KFC 250 system mode annunciators should illuminate, including the marker lights on the KA-285 mode annunciator. In addition, the red TRIM failure light in the annunciator panel should flash at least four but not more than six times and be accompanied by an aural alert to indicate correct trim monitoring NOVEMBER 1989 6. 10. FOR TRAINING PURPOSES ONLY FlightSafet: AINING Manual electric trim—Test as follows: a. Actuate left side of split switch unit to the fore and aft positions. The trim wheel should not move on its own. Ro- tate the trim wheel manually against the engaged clutch to check the pilot’s trim overpower capability. b. Actuate right side of split switch unit to the fore and aft positions. Trim wheel should not move on its own, and normal trim wheel force is required to move it manually. ¢. Run the manual electric trim in both the up and down directions, checking the trim wheel for proper direction. d. Depress and hold the TRIM TEST switch, and run the manual electric trim both up and down. The trim warn- ing light will illuminate, and the warn- ing horn will sound. e. Press the A/P DISC/TRIM INTER switch down and hold. The manual electric pitch trim will not operate either up or down. FD Mode Selector Button .. .. PRESS TO ENGAGE, FLIGHT DIRECTOR FD mode must be engaged prior to AP ‘engagement. AP ON-OFF Switch. . ON TO ENGAGE AUTOPILOT Flight Controls .. . MOVE, Move fore, aft, left, and right to verify that the autopilot can be overpowered. AP MON TEST Switch... ACTUATE AND HOLD Hold in the No. 1 position for approxi- mately two seconds. The autopilot will dis- connect, and the aural alert will sound Re-engage the autopilot. Actuate and hold the switch in the No. 2 position. Again the autopilot will disconnect, and the aural alert will sound. Re-engage the autopilot. 10-151. 12. 13. 14 15. 16. 17 18, 10-16 AJP DISC/TRIM INTER Switch... Verify that the autopilot disconnects and all flight director modes cancel. .... SET TO TAKEOFF POSITION ‘Trim ... NOTE Steps 13 through 19 are to be per- formed prior to the first flight each day. Flight Director and Autopilot. ENGAGE Autotrim.... “ ... CHECK Check by first pressing and releasing the CWS button and then inserting a pitch UP command using the vertical trim control (noting the upward command bar move- ment) and simultaneously restraining the control column against movement. After approximately a three-second delay, ob- serve autotrim movement in the noseup di- rection. Press the CWS button momentarily, and repeat the autotrim test in the nosedown direction. HDG Mode ...........4++» CHECK Check by pressing the HDG mode button and commanding left and right turns us- ing the heading selector knob. Observe corresponding command bar and control wheel movement in the directions commanded. Flight Director and Autopilot... DISENGAGE Manual Electric Trim . RUN Run from full noseup to full nosedown. Time required should be 32 +6 seconds. SET TO TAKEOFF POSITION ‘Trim . NOTE If the autopilot fails the preflight test, the A/P FD circuit breaker 19. should be pulled. Manual electric trim may still be used. If electric trim fails the preflight test, the ELEV TRIM circuit breaker should be pulled, and neither electric trim nor the autopilot should be used. If the A/P FD circuit breaker is pulled, the red TRIM failure light ‘on the annunciator panel will be dis- abled and only the audible warning will sound if'an electric trim mal- function should occur. In this event, the ELEV TRIM circuit breaker should be pulled and in-flight trim accomplished by using the manual pitch trim wheel. Operation of the autopilot on the ground may cause the autotrim to run because of back force generated by static levator loads or pilot- induced forces. Therefore, disen- gage the autopilot, and check that the airplane pitch trim is in the take- off position prior to takeoff. ‘The KRA 405 radar altimeter should be tested by pressing the test button on the KNI415 radar altimeter indicator. The in- dicator needle on the KNI415 should in- dicate 50 5 feet. The flag on the KNI 415 should come into view. The DH lamps on the KNI 415 and KCI 310 should illu- minate if the DH setting is above 50 feet. (Retest prior to APPR CPLD on an ILS approach.) Limitations ‘The following autopilot limitations must be fol- lowed during airplane operations: FOR TRAINING PURPOSES ONLY ‘+ Preflight test must be completed prior to flight. © The autopilot and yaw damper must be OFF during takeoff and landing © The autopilot must be OFF during use of the standby flap system. NOVEMBER 1989Operating limitations with autopilot engaged: During autopilot operation, a pilot with seat belt fastened must be seated at the left pilot position. Autopilot operation is prohibited with more than 20° flaps. ‘The system is approved for Category I op- eration only, approach mode selected. The autopilot must be disconnected below 200 feet AGL. NOTE In accordance with FAA recom- mendation (ACO0-24A), use of basic pitch attitude hold mode is recommended during operation in severe turbulence, Maximum demonstrated altitude during flight tests is 24,000 feet. Placards: ‘The following placard must be installed below the KC-290 mode controller. CONDUCT AFCS PREFLIGHT CHECK BEFORE FLIGHT IN ACCORDANCE WITH AFMS Emergency Procedures NOVEMBER 1980 Accomplish items 1 and 2 simultaneously. Airplane Control Wheel... . GRASP FIRMLY AND REGAIN AIRCRAFT CONTROL AIP DISC/TRIM INTER Switch ... PRESS AND HOLD FOR TRAINING PURPOSES ONLY 3. A/P DISC/TRIM INTER Switch .. RELEASE Release while observing pitch trim wheel. If pitch trim wheel is in motion, follow the electric trim malfunction procedure. In case of electric trim malfunction (either man- ual electric or autotrim): 1. A/P DISC/TRIM. INTER Switch ... PRESS AND HOLD Press and hold throughout recovery. 2. ELEV TRIM Circuit Breaker ... PULL, 3. Aircraft RETRIM MANUALLY When disconnecting the autopilot after a trim malfunction, hold the control wheel firmly; up to 45 pounds of force on the control wheel may be necessary to hold the aircraft level. Autopilot/yaw damper disengagement—The autopilot and/or yaw damper may be manually disengaged by any of the following methods: © Press the A/P DISC/TRIM INTER switch on the pilot's control wheel ‘* Operate the pilot’s manual electric trim switch UP or DN. (The flight director and yaw damper will remain engaged.) ‘* Press the GA button if not already in GA mode. (The flight director and yaw damper will remain engaged.) ‘* Move the autopilot ON-OFF switch to the OFF position. (The flight director and yaw. damper will remain engaged.) * Pull the A/P FD circuit breaker out. * Turn off the AVIONICS POWER I switch. * Turn off the MASTER switch. 10-17Maximum altitude losses due to autopilot © Maneuvering... ‘malfunction: ena © Configuration ... * Cruise, Climb, and Descent - 100 FEET - 30 FEET . ALTITUDE LOSS 750 FEET. 10-18 FOR TRAINING PURPOSES ONLY NOVEMBER 1989QUESTIONS 1. The alternate static source valve for 5. the left pitot-static system is located: A. On the left switch and circuit- breaker panel (On the center console On the overhead console Below the DEICE/ANTI-ICE switch panel Say 2. The squelch on the KX 155 NAV/COMM transceiver: ‘A. Is set using the front panel 6. controls B. Is set automatically C. Can be overridden by pulling the volume control out D. Both B and C 3. The frequencies displayed on the front panel of the KX 155 NAV/COMM. transceiver: 7 ‘A. Must be set every time the unit is turned on B. Are held in nonvolatile memory when the unit is off C. Indicate 120.00 MHz when turned on D. Return to the factory-preset fre~ quencies when the unit is earned of 4, COMM frequency selection is accom- plished bs ‘A. Rotating the frequency select knobs and observing the STBY. window B. Rotating the frequency select knobs and observing the USE window Depressing the transfer button un- til the desired frequency is dis- played in the STBY window D. Depressing the transfer button un- til the desired frequency is dis- played in the USE window When the NAV receiver is in the RAD (radial) mode: A. The STBY frequency is climi- nated from the memory. B. The frequency select knobs chan- nel the frequency in the USE window The radial TO the station is tally displayed. The USE frequency cannot be changed. igi- If the VOR signal is too weak to pro- vide a radial readout: A. A red flag drops into the display. B. Three zeros are displayed in the STBY/RAD window. C. Three dashes are displayed in the STBY/RAD window. D. The display goes blank. On the KR 87 ADF unit, when the flight timer (FLT) is displayed: A. The STBY frequency is held in memory but not displayed. B. The STBY frequency is erased from memory. C. The active USE frequency cannot be changed. D. The STBY frequency can be changed by rotating the frequency select knob. When the KR 87 ADF is in the ANT mode: ‘A. The indicator needle shows the bearing to the station. The loop antenna is disabled. ‘The audio is turned off. All of the above oop NOVEMBER 1080 FOR TRAINING PURPOSES ONLY 10-1910. au. 10-20 ‘The elapsed timer (ET) on the KR 87 ADF unit: A. Can be started only when the timer is displayed B. Isstarted by pressing the RST button regardless of what is displayed. C. Counts up from zero when started D. Displays total flight time since the unit was turned on On the KN 673 DME unit, when the rotary switch is placed in the HOLD position: A. The display is frozen in the current display. B. The NAV 1 or NAV 2 control head cannot be channeled. C. The DME is channeled to the last se- lected NAV | or NAV 2 frequency. D. The groundspeed display is disabled. ‘The display of the marker beacon receiver shows: A. A white light for the inner marker or airway marker A blue light for the middle marker An amber light for the outer marker All of the above gaeF 12. The radio magnetic indicator (RMD): 13. FOR TRAINING PURPOSES ONLY A. Displays both magnetic heading and VOR and ADF bearings B. Displays only magnetic heading and ADF bearing C. Displays only magnetic heading and VOR bearing D. Displays only VOR and ADF bearings ‘The VER button on the KT 79 transponder: A. Turns the transponder off when flying in VER conditions Sets the transponder code to 7600 when pressed B C. Can be programmed to any transpon- der code D. Is used to activate a VER flight plan Revision 1 January 1993,CHAPTER 11 MISCELLANEOUS SYSTEMS CONTENTS Page CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM .......-sssssceseesee W-4 BLEED AIR HEAT Switch 11-5 Temperature Selector Knob ........csssseees 11-5 MIXING AIR Push-Pull Control........ 11-5 AfuForward Cabin Push-Pull Control 11-6 Defrost/Forward Cabin Push-Pull Control 11-6 CABIN HEAT FIREWALL SHUTOFF Knob.......... . 11-6 VENT AIR Control Knobs. 11-6 Instrument Panel VENT Knobs .. - 14-7 Ventilating Outlets . . 11-7 OXYGEN SYSTEM ........00. 14-7 VACUUM SYSTEM AND INSTRUMENTS . 11-9 SUCTION Gage .....--csssssssssseeeeseesessees secceeesceseseneeseceeeseeeeeeeeceeceeseeseeneee 119 VACUUM LOW Warning Annunciator 14-10 QUESTIONS «oo... 14-14 NOVEMBER 1989 FOR TRAINING PURPOSES ONLY WiFigure WA 11-2 11-3 11-4 11-5 11-6 11-7 11-8 1-9 11-10 11-11 ILLUSTRATIONS Title Cabin Heating, Ventilating, and Defrosting System. Cabin Heating, Ventilating, and Defrosting System Air Distribution (Passenger Versions of 208 and 208B)... Cabin Heating, Ventilating, and Defrosting System Air Distribution (Cargo Versions of 208 and 208B). CABIN HEAT Control Panel CABIN HEAT FIREWALL SHUTOFF Knob... VENT AIR Control Knob Instrument Panel Vent. OXYGEN Control Panel... Quick-Don Oxygen Mask Assembly .... Typical Vacuum System .. SUCTION Gage Revision 1January 1903 FOR TRAINING PURPOSES ONLY 114ia FlightSafety ESS! A CARAVAN | Pi IG MANU cept cene CHAPTER 11 MISCELLANEOUS CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM ‘The temperature and volume of irflow to the cabin of the Cessna Caravan are regulated by the cabin heating, ventilating, and defrosting system, as shown in Figure 11-1. Airdistribution for the passenger versions of the CE-208 and CE-208B is shown in Figure 11-2. Figure 11-3 shows the air distribution for the cargo versions of the CE-208 and CE-208B. In the heating system, hot compressor outlet P, air is routed from the engine through a flow control valve and then through a mixer/muf- fler, where it is mixed with cabin return air or warm air from the compressor bleed valve to obtain the correct air temperature before the air is routed to the cabin air distribution sys- tem. 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 Rovicion 1—January 1909 FOR TRAINING defrosting. Ventilating air is obtained from an inlet on each side at the forward fuselage and through two ram-air inlets, one on each wing at the upper end of the wing struts. The wing inlet ventilating air is routed through the wing into a plenum chamber located in the center of the cabin top. The plenum dis- tributes the ventilating air to individual over~ head outlets at the two seat positions and to passenger outlets in the passenger version, PURPOSES ONLY 1-4To VACUUM SYSTEM DEICE BOOT MANIFOLD ASSEMBLY mec 8 waste ® wing eontrOL curate (@ JAND TIMER AND STRUTS COMPRESSOR BLEED VALVE Pes WARM AIR, SLEED-AIR J HEAT SWITCH ce ‘TEMPERATURE ‘CONTROL KNOB Figure 11-1. Cabin Heating, Ventilating, and Defrosting System 114-2 FOR TRAINING PURPOSES ONLY NOVEMBER 1989vate FIREWALL SHUTOFF aves wowing an S| ‘o CONTPOLS 2 a selicron “Shon x Ae =O) Bate ave earn ex wear seuceron var Sa mae — peFnosten ourLeTs() TRO PASSENGER OVEIRIEAD ‘VewmUATing OUTLETS eh th UepcR we sno Fae ‘Ga VENT Am con (0 ovEFMEAD CONSOLE one EACH WONG) _———_—_—}5 = {5cDON Te ONAN KD TEMPERATURES dee vee Iarbowen serine ARSE A i) so 4h) teevbunne noir orentio’ es woe < __= neater ourcers ‘artGon eve (vermcAd wENTW atPuG OUTLETS gn Leceno 4 excne aLeeo an rama row 4 = <= earns ano vernostne an = pxeto.am oscnance cam nev AR === wecrawiens couecron Figure 11-2. Cabin Heating, Ventilating, and Defrosting System Air Distribution ) (Passenger Versions of 208 and 2088) Revision 1—January 1999 FOR TRAINING PURPOSES ONLcarmen ah #0 seen ST a el OW nl en oO ETO ave ei {AB HEAT SELECTOR VALVE ams veNTEATING SuTteTS ~ ft sececton uate PN fr [a row Gvesnead CONGOLE} root ~e i vewr an conto. / row overnenD cousous) Ow (one EACH WR : = 5 2) tomate an sooner rr I rwen sete ADOME ge 9) S10, == exectmcat comuecnon Ty eedeoamtewccn te riow cOwTnOL VALVE = a= Mechanica, comecTon Figure 11-3. Cabin Heating, Ventilating, and Defrosting System Air Distribution (Cargo Versions of 208 and 208B) 11-4 FOR TRAINING PURPOSES ONLY Revision 1—January 1983“B leed- Aie Heat atte C) Wal E07 Wehbe Benbig Evgrne Chel Lis Luremasinye Uy, Wedl-nin Went sat ON way raul ura hot stant br abnormal accelaraton fo vale C CAUTIONBLEED AIR HEAT SWITCH A two-position toggle switch, labeled “BLEED AIR HEAT,” is located on the CABIN HEAT control panel (Figure 11-4). The switch controls the operation of the bleed-air control valve. The ON position of the switch opens the flow control valve, allowing hot bleed air to flow to the cabin heating system. The OFF position closes the valve, shutting off the flow of hot bleed air to the heating system. Figure 11-4. CABIN HEAT Control Panel TEMPERATURE SELECTOR KNOB A rotary temperature selector knob, labeled “TEMP,” is located on the CABIN HEAT con- trol panel. The selector modulates the open- ing and closing action of the flow control valve to control the amount and temperature of air flowing into the cabin. Clockwise rota- tion of the knob increases the mass flow and temperature of the air. NOTE + Ifmore cabin heat is needed while on the ground, move the fuel con- dition lever to HIGH IDLE. + Some hysteresis may be encoun- tered when adjusting bleed-air tem- perature. The resulting amount and temperature of bleed air may be different when approaching a par- ticular temperature selector knob position from a clockwise versus a counterclockwise direction. Best results can usually be obtained by turning the temperature selector knob fully clockwise and then Revision 1—Jarwary 1993 slowly turning it counterclockwise to decrease bleed-air flow to the de- sired amount. A temperature sensor, located in the outlet duct from the mixer/muffler, operates in conjunction with the temperature selector knob. In the event of a high temperature condition (overheat) in the outlet duct, the temperature sensor is energized, closing the flow control valve, shutting off the source of hot bleed air from the engine. MIXING AIR PUSH-PULL CONTROL A push-pull control, labeled “MIXING AIR, GRD-PULL, FLT-PUSH,” is located on the CABIN HEAT control panel. With the push-pull control in the GRD position (pulled out), warm, compressor bleed valve air (P> 5) is mixed with hot compressor outlet air (P) in the mixer/muf- fler. This mode is used during ground operation when warm compressor bleed valve air (P 5) is available below 89% Ng (PT6A-114) or 92% Ng (PT6A-114A) and can be used as additional bleed-air heat to augment the hot compressor outlet bleed-air supply (P3) during periods of cold ambient temperature. With the push-pull control in the FLT position (pushed in), cabin return air is mixed with the hot compressor outlet air (P3) in the mixer/muffler. This re- circulation of cabin return air enables the heat- ing system to maintain the desired temperature for proper cabin heating. If desired, the FLT po- sition of the push-pull control can be used on the ground when ambient temperatures are mild and maximum heating is not required. In this mode, the excess warm compressor bleed valve air (P2_5) available at power settings below 89% Ng for PT6A-I 14 engines and 92% Ng for PT6A-I14A engines is exhausted overboard from the mixing air valve. NOTE ‘The MIXING AIR push-pull control should always be in the FLT posi- tion (pushed in) when the airplane is in flight. Cabin return air must be allowed to flow through the mixing FOR TRANING PURPOSES CNLY 11-5valve and blend with hot compressor outlet air during high engine power operation in order to maintain proper temperature in the cabin heat distri- bution system. If the FLT position is not used during flight, the system may overheat and cause an automatic shutdown, AFT/FORWARD CABIN PUSH- PULL CONTROL A push-pull control, labeled “AFT CABIN- PULL, FWD CABIN-PUSH,” is located on the CABIN HEAT switch and control panel. With the control in the AFT CABIN position (pulled out), heated air is directed to the aft cabin heater outlets located in the floor directly behind the pilot and front passenger in cargo versions and on the cabin sidewalls at floor level in the pas- senger version. With the control in the FWD CABIN position (pushed in), heated air is di- rected to the forward cabin through four heater outlets located behind the instrument panel and/or the two windshield defroster outlets. The push-pull control can be positioned at any in- fate setting desired for proper distribution of heated air to the forward and aft cabin areas. DEFROST/FORWARD CABIN PUSH-PULL CONTROL A push-pull control, labeled “DEFROST-PULL, FWD CABIN-PUSH,” is located on the cabin heat switch and control panel. With the control in the DEFROST position (pulled out), forward cabin air is directed to two defroster outlets located at the base of the windshield (the afi/forward cabin push-pull control also must be pushed in for availability of forward cabin air for defrosting). With the defrost/forward cabin push-pull control in the FWD CABIN position (pushed in), heated air will be directed to the four heater outlets behind the instrument panel, CABIN HEAT FIREWALL SHUTOFF KNOB A push-pull shutoff knob, labeled “CABIN HEAT FIREWALL SHUTOFF, PULL O1 11-6 FoR WINING PURPOSES ONLY FiightSafety CESSNA CARAVAN I PILOT TRAINING MANUAL located on the lower right side of the pedestal (Figure 11-5). When pulled out, the knob actu- ates two firewall shutoff valves to the off posi tion: one in the bleed-air supply line to the cabin ting system and one in the cabin return air line. This knob should normally be pushed in un- less a fire is suspected in the engine compartment. CAUTION Do not place the CABIN HEAT FIREWALL SHUTOFF knob in the OFF position when the MIXING AIR control is in the GRD position be- cause a compressor stall will occur at low power settings when the com- pressor bleed valve is open. The en- gine must be shut down to relieve back pressure on the valves prior to ‘opening the valves. SHUTOFF Valve VENT AIR CONTROL KNOBS ‘Two VENT AIR control knobs, labeled “VENT AIR,” are located on the overhead console (Fig- ure 11-6). The knobs control the operation of the shutoff valves in each wing which control the flow of ventilating airto the cabin. The knob on the right side of the console controls the right wing shutoff valve, and similarly, the knob on the left side controls the left wing shutoff valve. When the VENT AIR control knobs are rotated to the CLOSE position, the wing shutoff valves are closed. Rotating the knobs to the FAN/ OPEN position progressively opens the wing shutoff valves Fvision 1—January 199,Figure 11-6. VENT AIR Control Knob INSTRUMENT PANEL VENT KNOBS Two control knobs, labeled “VENT, PULL, ON,”" are located one on each side of the strument panel (Figure 11-7). Each knob con- trols the flow of ventilating air from an outlet located adjacent to each knob. Pulling each knob opens a small air door on the fuselage exterior which admits ram air for distribution through the ventilating outlet. VENTILATING OUTLETS Two adjustable ventilating outlets (one above each seat position) permit individual ventilation to the pilot and the front passenger and 8 adjustable overhead ventilating outlets for model 208 passenger version and 11 overhead adjustable ventilating outlets for model 208B passenger versions. The outlets are the swivel type for optimum positioning. Airflow volume is controlled by rotating the outlet nozzle which controls an internal valve. Revision 1—January 1989, 9 ) Figure 11-7. Instrument Panel Vent OXYGEN SYSTEM ‘An oxygen system provides the supplementary oxygen necessary for continuous flight at high altitude or for use in the event smoke or other toxic/noxious fumes are detected in the cabin. Inthe passenger model 208 it is a ten-port sys- tem with a capacity of 116.95 cubic feet. In the 208 and 208B cargo versions itis a two-port sys- tem with a capacity of 50.67 cubic feet, and a 13 port system with a capacity of 116.95 cubic feet for model 208B passenger versions. The larger 116.95 cubic foot bottle is an option on all models. Oxygen is supplied by a cylinder lo- cated in the tail cone and is reduced from cylin- der pressure to operating pressure by a regulator located on the cylinder. An oxygen shutoff, valve is included as part of the regulator as- sembly and is controlled by a remote shutoff valve control lever located in the overhead con- sole above the pilot’s and front passenger's seats, Cylinder pressure is indicated by a pres: sure gage located on the overhead console ad- jacent to the OXYGEN shutoff valve control FOR TRAINING PURPOSES ONLY 1-7(Figure 11-8). In the two-port system, two oxy- gen outlets arc provided in the cabin ceiling, one Each just outboard of the pilot’s and front pas senger’s seats. In the ten-port system eight ad- ditional ports are installed adjacent to each of the eight aft passenger ventilating air outlets. The standard masks are the partial rebreathing type, equipped with vinyl hoses and flow indicators. The pilot’s mask is equipped with a microphone to facilitate use of the radio when using oxygen. Optional quick-donning, microphone-equipped mask assemblies are available and are generally provided for the pilot and front passenger (Fig- ure 11-9). This type of mask is equipped with a mask-mounted diluter-demand regulator. The regulator has a manually operated diluter con- trol and emergency pressure control and is capa- ble of the following modes of operatio © Normal operation—The regulator delivers diluted oxygen on demand when both the diluter control and emergency pressure control are in the NORMAL position. The proper dilution schedule is programmed automatically and becomes 100% oxygen, with a slight positive pressure to protect against mask leakage, at approximately 30,000 feet {QUICK-DON SUSPENSION ASSEMBLY VENT VALVE NORMAL" POSITION MARK (TYPICAL) EMERGENCY PRESSURE CONTROL MIKE CORD mi jure 11-8. OXYGEN Control Panel ADJUSTABLE STRAP PRESSURE INDICATOR Figure 11-9. Quick-Don Oxygen Mask Assembly 11-8 FOR TRAINING PURPOSES ONLY NOVEMBER 1989FlightSafety GESSNA CARAVAN I PILOT TRAINING MANUAL + Emergency operation—Depressing the diluter control 100% trigger closes the regulator ambient air intake port and pro- vides 100% oxygen at any altitude. If smoke or other toxic or noxious fumes are present in the cabin, the emergency pres- sure control should be placed in the EMERGENCY position. This will provide 100% oxygen with a slight positive pres- sure to protect against mask leakage around the face. ‘The oxygen masks are stowed on the pilot's and front passenger's entry doors. Panoramic smoke goggles are provided as an option for use by the pilot and front passenger nemergency situations where smoke or toxic ‘or noxious fumes are present, The goggles may be worn over regular glasses. Should the smoke goggle cavity become contaminated, a vent valve system is incorporated on the oxygen ‘mask nose piece to purge smoke or fumes to am- bient. This is accomplished by placing the oxy- gen mask regulator emergency pressure control to EMERGENCY and pulling the vent valve push-pull control located on the nose piece of the mask. The vent valve diverts 2 small flow of oxygen from the mask into the smoke gog- gle area, thereby raising the pressure and purg- ing the goggle cavity. The smoke goggles are normally stowed in the storage pocket located behind the pilot and copilot headrests. An in-line color-coded pressure indicator located ‘each oxygen mask supply hose, near the oxy- en outlets, allows visual inspection of the oxy- gen pressure. The sight glass shows green if, supply pressure is normal and red if supply pres- sure is low or off. VACUUM SYSTEM AND INSTRUMENTS A vacuum system provides the suction necessary to operate the left attitude indicator and the right directional indicator on KFC-150 equipped aircraft and the right attitude indicator and right directional indicator are vacuum-operated on —tevision 1Vanuay 1969 | KFC-250 equipped aircraft. Vacuum is obtained by passing regulated compressor outlet bleed air through a vacuum ejector. Bleed air flowing through an orifice in the ejector creates the suction necessary to operate the instruments. The vacuum system consists of the bleed-air pressure regulator, a vacuum ejector on the forward left side of the firewall, a vacuum relief valve and vacuum system air filter on the aft side of the firewall, vacuum-operated instruments and a SUCTION gage on the instrument panel, and a VACUUM LOW warning annunciator on the annunciator panel (Figure 11-10). SUCTION GAGE | TR SUCTION gage on the instrument pane! is calibrated in inches of mercury and indi- cates suction available for operation of the attitude and directional indicators (Figure 11-11). The desired suction range is 4.5 to 5.5 inches of mercury up to 15,000 feet al- titude, 4.0 to 5.5 in-ches of mercury from 15,000 to 20,000 feet, and 3.5 to 5.5 inches of mercury from 20,000 to 25,000 feet. The 15K, 20K, 25K, and 30K markings at the ap- propriate step locations indicate the altitude, in thousands of feet, at which the lower limit Figure 11-11. SUCTION Gage FOR TRANING PURFOSES ONLYaLEED AIR VACUUMLOW WARNING ‘SWITCH FlightSafety ~ CESSNA CARAVAN 1 PILOT TRAINING MANUAL > BLEED AIR EXHAUST eee EJECTOR LEGEND REGULATOR MM seco An Taco > Low rf VACUUM RELIEF INLET AIR VALVE VAGUUN-LOW WARNING BE vacuww ANNUNGIATOR — electric ATTITUDE InpicaTon = [a = (VACUUM) ti it Roe tl ma poe a! [ses Sa vacuum syste an ren ATTITUDE. INDICATOR. (ELECTRICAL) AEN DIRECTIONAL. INDICATOR (ELECTRICAL) DIRECTIONAL INDICATOR (VACUUM) LEFT-HAND FLIGHT INSTRUMENT PANEL, IGHT-HAND FLIGHT INSTRUMENT PANEL SUCTION GAGE NOTE Airplanes without 2 KFC-250 autopilot shown. On airplanes with a KEC-250 autopilot, the right- hand attitude and directional indicators are vac- uum-operated, an additional vacuum-low warning light is installed, system plumbing changes, and the suction gage is reiocated to the upper right por- tion of the instrument panel. Figure 11-10. Typical Vacuum System FOR TRANNG PURPOSES ONLY 11-9Flightafety CESSNA CARAVAN I PILOT TRAINNG MANUAL, of that arc segment is acceptable. A suction reading out of these ranges may indicate a sys- tem malfunction or improper adjustment, and in that case the attitude and directional indicators should not be considered reliable. VACUUM LOW WARNING ANNUNCIATOR Ared VACUUM LOW warning annunciator is installed on the annunciator panel to warn the 11-10 FOR TRAINING PURPOSES ONLY pilot of a possible low-vacuum condition exist- ing in the vacuum system. Tlumination of the annunciator warns the pilot to check the SUC- TION gage and to be alert for possible errone- ous vacuum-driven gyro instrument indications. The annunciator is illuminated by operation of ‘a switch which closes whenever suction is less than approximately 3.0 inches of mercury. NOVEMBER 1969,VAN [PLOT Tt QUESTIONS 4. 1. Cabin ventilating air enters the aircraft through: A. The forward engine air intakes B. Air inlets on each side of the for- ward fuselage C. Air inlets on each wing at the up- per ends of the wing struts D. Both B and C 2. If more cabin heating is needed during ground operations: A. Move the fuel condition lever to HIGH IDLE. B. Move the MIXING AIR control to GRD. C. Open the instrument panel vents. D. Both A and B 3. Windshield defrosting can be accom- plished by: A. Pulling out the defrost/forward cabin control and pushing in the aft/forward cabin control Opening the vents at the base of the windshield C. Directing the upper instrument panel vents at the windshield D. Both A and B NOVEMBER 1959 5. FOR TRAINING PURPOSES ONLY The CABIN HEAT FIREWALL SHUTOFF control should be pulled out: A. To routinely shut off cabin heat B. Ifa fire is suspected in the en- gine compartment C. During ground operations D. During engine starts ‘The oxygen system controls are located: A. In the overhead console B. On the instrument panel C. On the center console D. On the left switch and circuit- breaker panel 11-11CHAPTER 12A PERFORMANCE/WEIGHT AND BALANCE CESSNA 208 CARGOMASTER AND 208B SUPER CARGOMASTER CONTENTS Page INTRODUCTION .... 12A-1 PERFORMANCE GENERAL... . 12A-2 TERMINOLOGY... 120-2 SAMPLE PERFORMANCE PROBLEMG....... 12A-4 Takeoff Distance .. .. 12A-4 Cruise sone T2A6 Fuel Required... . 12A-10 Landing Distance . 12A-16 WEIGHT AND BALANCE GENERAL TERMINOLOGY WEIGHT AND BALANCE COMPUTATION FORM...... WEIGHT AND BALANCE RECORD (LOADING MANIFEST)... Fuel Weight & Moment Corrections for Nonstandard Temperature .. Baggage/Cargo Loading HAZARDOUS MATERIALS... SAMPLE WEIGHT AND BALANCE PROBLEMS .. Revision 1—January 199 FOR TRAINING PURPOSES ONLY 12A4Figure 12A-1 12A-2 12A-3 12A-4 12A-5 12A-6 12A-7 12A-8 12A-9 12A-10 12A-11 12A-12 12A-13 12A-14 12A-15 12A-16 12A-17 12A-18 12A-19 12A-20 12A-21 12A-22 12A-23 12A-24 ILLUSTRATIONS Title Page ‘Tempeiature Conversion Chart. .. 124-3 Takeoff Distance—208... - 12A-5 ‘Takeoff Distance—208B.... 120-5 ‘Takeoff Distance—208B—675 SHP Powerplant... .- 12A-5 Cruise Performance—208 Notes... 120-6 Cruise Performance—208 .. . 124-7 Cruise Performance—208B Notes... . 12A-7 Cruise Performance—208B . 120-7 Cruise Performance—208B with 675 SHP Powerplant Notes . 124-8 Cruise Performance—208B with 675 SHP Powerplant. .- 12A-9 Time, Fuel, and Distance to Climb—208....... . 12A-11 Cruise Performance to Alternate—208.... . 12A-114 ‘Time, Fuel, and Distance to Descend—208.... . 12A-11 Time, Fuel, and Distance to Climb—208B... . 12-13 Cruise Performance to Alternate—208B ... 12A-13 Time, Fuel, and Distance to Descend—208B .. 120-13 ‘Time, Fuel, and Distance to Climb—208B with the 675 SHP Powerplant 12A-15 Cruise Performance to Alternate—208B with the 675 SHP Powerplant. 120-15 ‘Time, Fuel, and Distance to Descend—208B with the 675 SHP Powerplant...... 12A-15 Landing Distance—20B8 .... . 124-17 Landing Distance—20BB... . 12A-17 Landing Distance—208B with the 675 SHP Powerplant .. . 12A-17 Sample Loading Problem—208. . 12A-19 Sample Loading Problem—208B ... . 12A-19 Revision {January 1983 FOR TRAINING PURPOSES CNLY 124ij FlightSafety 12A-25 Weight and Balance Record (Loading Manifest)—208. 12A-21 12A-26 Weight and Balance Record (Loading Manifest)—208B .... 12A-21 12A-27 Fuel Weight and Moment Tibles—208B.. .. 12A-21 12A-28 _Intemal Cabin Loading Arrangements .. . 124-22 12A-29 Cargo Barrier/Nets and Partition Nets... .. 120-23 412A-30 Cargo Door Opening Restraining Net ...... 128-23 12A-31 Cargo Pod Loading Arrangements and Specifications—208B... - 12A-24 42A-32 Cargo Pod Loading Arrangements and Specifications —208 1. 120-25 12A-33 Typical Cargo Restraint Method 2. 120-25 12A-34 Cargo Tiedown Attachments... .. 120-25 412A-35 Weight and Moment Tables—208. .. 128-27 12A-36 Weight and Moment Tables—208.. .. 124-27 412A-37 Weight and Moment ‘Tables—208. .. 124-27 12A-38 Weight and Moment Tables—208. .. 120-28 12A-39 Weight and Moment Tables—208.. . 12A-28 12A-40 Center-of Gravity Moment Envelope—208... .. 12A-29 12A-41 Center-of-Gravity Limits—208....... .. 128-29 we 12A-30 12A-30 .. 124-31 12A-31 12A-31 12A-32 12A-42 Weight and Moment Tables—208B... 12A-43 Weight and Moment Tables—208B.... 12A-44 Weight and Moment Tables—208B.... 42A-45 Weight and Moment Tables—208B.... 12A-46 _Center-of-Gravity Moment Envelope—208 12A-47 Center-of-Gravity Limits—208B FOR TRAINING PURPOSES CNLY Revision \—Jarwary 1993,Table 12A-1 12A-2 12A-3 12A-4 12A-5 12A-6 12A-7 12A-8 12A-9 12A-10 12A-11 12A-12 12A-13 12A-14 12A-15 12A-16 12A-17 12A-18 12A-19 12A-20 12A-21 12A-22 TABLES Title Page ‘Takeoff Distance Calculation .. Cruise—Torque, Fuel Flow, and True Airspeed Calculation . Time, Fuel, and Distance to Destination—208 ‘Time, Fuel, and Distance to Alternate—208. ‘Time, Fuel, and Distance to Destination —208B ......... seseseeeees T2AAZ Time, Fuel, and Distance to Alternate—208B... ‘Time, Fuel, and Distance to Destination —208B—675 SHP Powerplant. Time, Fuel, and Distance to Alternate—208B—675 SHP Powerplant Landing Distance . Landing Distance—Zero Flap. Landing Distance at Alternate with Headwind Landing Distance—Zero Flap at Altemate with Tailwind... Airplane Weight Limitations... Maximum Zone/Compartment Loadings..... Loading Table—208. Weight and Balance Computation—208.... Revised Weight and Balance Computation—208 Landing Weight Computgtion—208.. Loading Table—208B Weight and Balance Computation—208B Revised Weight and Balance Computation—208B .. Landing Weight Computation—208B ... Fovision January 1993 FOR TRAINING PURPOSES ONLY 12A-vCHAPTER 12A PERFORMANCE/WEIGHT AND BALANCE CESSNA 208 CARGOMASTER AND 208B SUPER CARGOMASTER INTRODUCTION This chapter is divided into two sections: performance, and weight and balance. The performance section will describe how to use the charts and graphs to determine the air- craft’s performance under given conditions. ‘The weight and balance section will guide the Each section will include a sample of the charts user through the common terminology, appli- and graphs and their use. A complete flight cable forms, tables, and graphs used in deter- planning example will be discussed for both mining that the aircraft meets the manufacturer’s types of cargo versions (208 Cargomaster, weight and center-of-gravity limitations. 208B Super Cargomaster and 208B Super Cargomaster with the 675 shp powerplant). Revision 1—January 1993 FOR TRAINING PURPOSES ONLY 12A4PERFORMANCE GENERAL Performance data charts presented in this chap- ter are presented so that you may know what to expect from the airplane under various con- ditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. ‘To ensure that performance in this section can be duplicated, the airplane and engine must be maintained in good condition, Pilot proficiency and proper preflight planning using data necessary for all flight phases are also required to assure expected perfor- mance with ample margins of safety. It should be noted that the performance infor- mation presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified cruise power and altitude. Some indeterminate variables, such as engine and propeller condition and air turbulence, may account for variations of 10% or more in range and endurance. Therefore, itis important to uti- lize all available information to estimate the fuel required for the particular flight. Notes have been provided on various graphs and tables to approximate performance with the inertial separator in BYPASS and/or cabin heat ON. The effect will vary, depending upon airspeed, temperature, and altitude. At lower altitudes, where operation on the torque limit is possible, the effect of the inertial separator will be less, depending upon how much power can be recovered after the separator vanes have been extended. 120-2 FOR TRAINING PURPOSES ONLY In some cases, performance charts in this sec- tion include data for temperatures which are outside of the operating limits. This data has been included to aid in interpolation. Performance data is presented in tabular or graphic form to illustrate the effect of differ- ent variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with rea- sonable accuracy. ‘The approximation method of solving for data is the easiest and perhaps the most frequently used method. The concept is to merely round all variables to the next highest increment (i.c., weight, altitude, temperature, etc.). This will naturally yield a conservative value, allowing for deficiencies of equipment, pilot proficiency, and changes of atmospheric conditions. TERMINOLOGY Demonstrated Crosswind Velocity is the ve- locity of the crosswind component for which adequate control of the airplane during take- off and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. 2 is the acceleration due to gravity. Pounds Per Hour (PPH) is the amount of fuel used per hour in pounds. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Usable Fuel is the fuel available for flight planning. Revision 1 January 1983,FlightSafety 120 100 DEGREES - FAHRENHEIT & 8 “40 -20 0 20 40 60 DEGREES - CELSIUS Figure 12A-1. Temperature Conversion Chart Revision 1—January 1999 FOR TRAINING PURPOSES ONLY 424-3,