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Manual C208B Ex - Annotated
Manual C208B Ex - Annotated
TM
FlightSafety International, Inc. Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371 (718) 565-4100 www.FlightSafety.com
Cessna
Caravan 208/208B/EX
REVISION
3.3 G1000
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this publication is based on information obtained from the
aircraft and avionics manufacturers’ manuals. It is to be used for familiarization and
training purposes only.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this material or any other aspect of our
training program.
NOTICE
F O R T R A I N I N G P U R P O S E S O N LY
Copyright © 2017 FlightSafety International, Inc.
Unauthorized reproduction or distribution is prohibited.
All rights reserved.
LIST OF EFFECTIVE PAGES
Dates of issue for original and changed pages are:
Original......................... 0.0............ April 2008 Revision........................ 3.0......... March 2013
Revision........................ 1.0...November 2008 Revision........................ 3.1............ May 2013
Revision........................ 2.0...December 2009 Revision........................ 3.2........ August 2016
Revision........................ 2.1........ August 2010 Revision........................ 3.3...... October 2017
Revision........................ 2.2.......January 2013
NOTE:
Revision numbers in footers occur at the bottom of every page that has technical
changes to the text and/or illustrations. Reflow of pages, grammatical, or
typographical changes that do not affect the meaning are excluded from this list.
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION.................................................................................................................. 1-1
Model Differences........................................................................................................... 1-1
STRUCTURES....................................................................................................................... 1-2
Fuselage........................................................................................................................... 1-2
Wings............................................................................................................................... 1-2
Empennage...................................................................................................................... 1-2
AIRCRAFT SYSTEMS.......................................................................................................... 1-2
Alerts, Cautions, and Warnings....................................................................................... 1-6
Electrical System............................................................................................................. 1-6
Lighting System.............................................................................................................. 1-6
Fuel System..................................................................................................................... 1-6
Powerplant....................................................................................................................... 1-7
Ice and Rain Protection................................................................................................... 1-7
Landing Gear and Brakes................................................................................................ 1-7
Flight Controls................................................................................................................. 1-7
Oxygen System............................................................................................................... 1-8
LIMITATIONS........................................................................................................................ 1-8
EMERGENCY/ABNORMAL................................................................................................ 1-8
ILLUSTRATIONS
Figure Title Page
1-1. EX Exterior Picture................................................................................................. 1-2
1-2. Exterior Dimensions - Grand Caravan EX.............................................................. 1-3
1-3. Exterior Dimensions - 208....................................................................................... 1-4
1-4. Minimum Turning Radii - Grand Caravan EX........................................................ 1-5
TABLES
Table Title Page
1-1. CAS ANNUNCIATIONS........................................................................................ 1-8
CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual describes the airframe and engine systems in the Cessna Grand Caravan
EX aircraft. This manual does not supercede or substitute any of the manufacturer’s system or
operating manuals. This manual provides information from the basic design data. All subsequent
changes in aircraft appearance or system operation is covered during academic training and
subsequent revisions to this manual. This chapter provides a general description of the aircraft
structures and systems.
GENERAL
The Grand Caravan EX is a general-utility all- Cargomaster, and Grand Caravan EX. The major
metal, high-wing, single-engine, tricycle landing differences are the presence or absence of passen-
gear aircraft. A composite cargo pod is available ger windows and the length of the fuselage. Figures
on all versions except for float-equipped aircraft. 1-2 and 1-3 illustrate the aircraft dimensions for the
various models. Figure 1-4 shows the minimum
turning radii.
MODEL DIFFERENCES
The Cessna Caravan is produced as the 208
Caravan 675, 208B Grand Caravan, 208B Super
41 FEET 7 INCHES
20 FEET 6 INCHES
52 FEET 1 INCH
11 FEET 8 INCHES
14 FEET 10 INCHES
MAX.
37 FEET 7 INCHES
20 FEET 6 INCHES
52 FEET 1 INCH
11 FEET 8 INCHES
NOTE:
MINIMUM TURNING RADIUS WITH BRAKE
LOCKED, FULL RUDDER, AND POWER
ELECTRICAL SYSTEM
FUEL SYSTEM
The aircraft uses a 28 volt, direct current (VDC)
electrical system. A 24 volt battery and a starter- The aircraft fuel system includes:
generator supply primary power to the aircraft.
Additional power is available through an external • Two vented, integral fuel tanks with shutoff
power receptacle and a standby alternator, which valves
is standard on the aircraft. • Fuel-selectors-off warning system
DC power is routed through a power distribution • Fuel reservoir
bus, a battery bus, an avionics bus, and a standby • Ejector fuel pump
alternator bus. CAS Annunciations indicate Emer-
gency (Red), Abnormal Conditions (Amber) and • Electric auxiliary boost pump
Information (White). • Reservoir manifold assembly
• Firewall shutoff valve
LIGHTING SYSTEM
• Fuel filter
Exterior lighting includes:
• Oil-to-fuel heater
• Navigation lights • Engine-driven fuel pump
• Landing lights • Fuel control unit
• Taxi recognition lights • Flow divider
• Strobe lights • Dual manifolds
• Flashing beacon • Fourteen fuel nozzle assemblies
• Underwing courtesy lights • Ecology Tank
• Ice detection light NOTE
All exterior lights, except for the ice detection light, On 675 SHP Caravans the ecology tank
are controlled by toggle switches on the lighting is replaced with a fuel can and drain.
control panel on the left side of the instrument
panel. The ice detection light is controlled by a
toggle switch on the ANTI-ICE switch panel. Fuel flows from the tanks through the two fuel tank
shutoff valves at each tank. Mechanical control of
The overhead panel on the Grand Caravan EX is the fuel tank shutoff valves is by two fuel selectors
blacklit. A recessed light illuminates the oxygen on the overhead panel. Manipulate the fuel selec-
gauge. The integral lights illuminate the high fre- tors to select either left or right fuel tanks, or both
quency (HF), automatic direction finder (ADF) at the same time. Normal operation is with both
standby, and radio instruments internally. Note that tanks on.
the G1000 provides its own blacklighting illumi-
nating the instrument panel.
MESSAGE DESCRIPTION
DOOR UNLATCHED Indicates the upper cargo door and/or upper aft passenger door (passenger
version only) are not latched.
CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
2 ELECTRICAL POWER
INTRODUCTION.................................................................................................................. 2-1
SYSTEMS
ELECTRICAL SYSTEM....................................................................................................... 2-2
Description...................................................................................................................... 2-2
Components..................................................................................................................... 2-2
Controls and Indications.................................................................................................. 2-5
Operation......................................................................................................................... 2-7
LIMITATIONS........................................................................................................................ 2-9
EMERGENCY/ABNORMAL................................................................................................ 2-9
QUESTIONS........................................................................................................................ 2-10
ILLUSTRATIONS
Figure Title Page
2-1. Electrical System..................................................................................................... 2-2
2-2. Electrical System - Battery..................................................................................... 2-3
2-3. Starter-Generator..................................................................................................... 2-4
2 ELECTRICAL POWER
2-4. Ground Service Receptacle..................................................................................... 2-4
SYSTEMS
2-5. Left Sidewall Switch Panel...................................................................................... 2-5
2-6. Voltage and Amperage Indications.......................................................................... 2-6
2-7. Grand Caravan EX CB Panel................................................................................... 2-7
2-8. 208B CB Panels....................................................................................................... 2-7
TABLES
Table Title Page
2-1. CAS ANNUNCIATIONS........................................................................................ 2-9
CHAPTER 2
ELECTRICAL POWER SYSTEMS
2 ELECTRICAL POWER
SYSTEMS
INTRODUCTION
This chapter describes the electrical system and standby electrical system in the Cessna Grand
Caravan EX aircraft.
GENERAL
The aircraft has a 28 VDC electrical system. The DC power is routed through a power distribution
system uses a 24 volt battery and a starter-gener- bus, a battery bus, an avionics bus, and a standard,
ator to supply primary power to the aircraft. Addi- standby alternator bus. Controls and warnings
tional power is available through an external power are provided to indicate emergency and abnormal
unit receptacle and a standby alternator, which is conditions.
standard equipment on the aircraft.
ALT ALTERNATOR
GENERATOR GEN SHUNT CONTACTOR
CONTACTOR SHUNT
EXTERNAL ALTERNATOR
GENERATOR
POWER CONTROL UNIT
CONTROL
UNIT SWITCH
STANDBY
POWER
SWITCH
NO 1
INTERNAL BUS
START
CONTACTOR
STANDBY
POWER CIRCUIT
EXTERNAL BREAKER
START ALTERNATOR
CONTACTOR BUS
GROUND
POWER AVIONICS
MONITOR STANDBY
POWER
SWITCH
EXTERNAL
POWER
NO 2
EXTERNAL BUS
POWER
CONTACTOR NO. 1 AVIONICS
POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT
BATTERY
SWITCH NO 1
BUS TIE
SWITCH
TO HOURMETER
TO ETM
POWER
TO ANTI-CYCLE SWITCH DISTRIBUTION
BUS NO 2
BATTERY BUS
BOX PIVOT
2 ELECTRICAL POWER
SYSTEMS
RELEASE LATCH
The battery is in its own manifold case. The case generator functions as a starter. Above 46%, the
helps contain the hydrogen gas emitted by the bat- starter-generator functions as a generator when the
tery during normal charging cycles. The battery STARTER switch is positioned to OFF. The GCU
case is ventilated to prevent a concentrated accu- regulates voltage and protects the system from high
mulation of hydrogen within the airframe. The voltage and reverse current.
overboard vent also serves as a drain for any acid
condensate produced during system charging.
Starter-Generator
WARNING The starter-generator is on the engine accessory
gearbox (AGB) at the 12 o’clock position and is
Battery acid is very corrosive and hy- driven by the engine through a splined shaft. The
drogen gas is highly explosive. Take starter-generator functions as starter during engine
measures to protect personnel and the start and as a generator once the engine is at idle
aircraft when handling the lead-acid speed. The battery or an external power source
battery. powers the starter-generator.
• Generator
• Standby power
2 ELECTRICAL POWER
The OFF position allows external power to the
SYSTEMS
ground power monitor only, with no other circuits
receiving power.
BATTERY Switch
The BATTERY toggle switch has ON and OFF
positions. The ON position supplies battery power
to the two general buses. The OFF position deac-
tivates power to all buses except the battery bus.
GENERATOR Switch
The GENERATOR switch is a three-position
Figure 2-5. Left Sidewall Switch Panel switch, spring-loaded to the center ON position.
The switch can be pressed to the RESET or TRIP
positions.
• Two switches on the left sidewall switch
panel–AVIONICS STBY PWR and AVI-
ONICS BUS TIE AVIONICS STBY PWR Switch
The guarded, two-position AVIONICS STBY PWR
CONTROLS AND INDICATIONS switch is used to control the standby electrical
The main controls of the electrical system are on system.
the left sidewall switch panel and include controls
for: AVIONICS BUS TIE Switch
• External power The AVIONICS BUS TIE switch is a two-position
switch, guarded in the OFF position. Lifting the
• Battery
STARTER Switch
The starter-generator is located on the left sidewall
switch panel. The switch has OFF, START, and
MOTOR positions.
OPERATION
Preflight
During the preflight internal inspection, position all
switches to OFF and push in all circuit breakers. If
the aircraft has an air conditioner, position the air
conditioner controls to OFF.
2 ELECTRICAL POWER
Two deck skin fans cool the avionics system dur-
ing operation. To check deck skin fans, position
SYSTEMS
the BATTERY switch to ON. Verify that fan opera-
tion is audible. Select AVIONICS No. 1 switch to
ON, check operation of pilots PFD. Repeat same
procedure for AVIONICS No. 2. When finished,
position both AVIONICS switches to OFF and the
BATTERY switch to OFF.
Starting
Positioning the BATTERY switch to ON applies
battery power to the battery contactor and con-
nects the battery to the power distribution bus, the
internal start contactor, and the generator contactor.
Battery voltage also is applied to the GCU to pro- During An External Power Start
vide line contactor sense. Positioning the BAT-
TERY switch to OFF opens the battery contactor Position the EXTERNAL POWER switch to OFF,
and applies battery voltage to the battery bus only. and then turn off and disengage the external power
unit.
When these conditions are met, the GCU signals
the internal starter contactor to close and applies Check the GEN (generator) load on the engine
power to the starter. indications, and verify that the GENERATOR OFF
CAS message disappears and the BAT AMPS are
2 ELECTRICAL POWER
GCU to open the internal start contactor. When the Position the FUEL BOOST switch to NORM,
contactor opens, power is removed from the start- and then verify that the FUEL BOOST ON CAS
er. The GCU does not bring the generator online Annunciations does not appear. Position the AVI-
because the STARTER switch is still positioned ONICS No. 2 switch to ON, and position the NAV
at START. LIGHTS to ON or OFF as desired. Position the
cabin heating, ventilation, and defrosting controls
When external power is applied to the aircraft, the as desired.
configuration is different than when internal power
is applied to the aircraft. Standby Electrical Power
The difference between an external power start System
and a battery start below 46% Ng is that the start- Current to the ACU is supplied through diode logic
er obtains power from the external start contactor either from a circuit breaker in the standby alter-
instead of the internal start contactor. nator or the hourmeter/ ACU circuit breaker in the
main power relay box. After the alternator control
During an external power start, when Ng exceeds unit (ACU) begins operation, the alternator is self
46%, the sequence and configuration are similar to energized.
those of a battery start above 46%. The difference is
the GCU opens the external start contactor instead To monitor total amperage from the standby electri-
of the internal start contactor when the speed sen- cal system, position the system button on the lower
sor signal exceeds 46% Ng. left side of the MFD to SYSTEM.
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
2 ELECTRICAL POWER
For specific information on Emergency/Abnormal
SYSTEMS
procedures, refer to the FAA-approved AFM.
MESSAGE DESCRIPTION
VOLTAGE LOW Indicates electrical system bus voltage is less than 24.0 volts prior to engine start
or less than 24.5 volts with engine running and power is being supplied from the
battery.
* - In 675 SHP Caravans this CAS Annunciation indicates less than 24.5.
VOLTAGE HIGH Indicates electrical system bus voltage is greater than 32.0 volts
ALTNR AMPS Indicates that the alternator output is les than -10 amps or greater than 75 amps.
GENERATOR AMPS Indicates that the generator output is less than -10 amps or greater than 200 amps
(-15/300 with 300 amp starter generator).
GENERATOR OFF Indicates that the generator is not connected to the electrical bus with engine
running.
STBY PWR INOP Indicates electrical power is not available from the standby alternator.
STBY PWR ON Indicates that the standby alternator is generating electrical power.
QUESTIONS
1. The battery is: 7. When the EXTERNAL POWER switch is
A. In the tail cone positioned to BUS:
B. Under the right front seat A. External power is applied to the starter
C. On a swing out tray in front of the firewall B. External power is applied to the avionics
D. On the floor behind the pilot seat bus.
C. External power is applied to the main bus
2 ELECTRICAL POWER
2. The lead-acid battery case is vented to prevent: D. Power is sent from the main bus to the
external power receptacle
A. Concentrated accumulation of hydrogen
SYSTEMS
CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION.................................................................................................................. 3-1
EXTERIOR LIGHTING......................................................................................................... 3-2
Description...................................................................................................................... 3-2
Components..................................................................................................................... 3-2
Controls and Indications.................................................................................................. 3-4
INTERIOR LIGHTING.......................................................................................................... 3-4
Description...................................................................................................................... 3-4
3 LIGHTING
Controls and Indications.................................................................................................. 3-6
Operation......................................................................................................................... 3-7
LIMITATIONS........................................................................................................................ 3-7
EMERGENCY/ABNORMAL................................................................................................ 3-7
QUESTIONS.......................................................................................................................... 3-8
ILLUSTRATIONS
Figure Title Page
3-1. Grand Caravan EX Nav and Strobe Lights.............................................................. 3-2
3-2. Grand Caravan EX Landing and Taxi Recognition Lights ..................................... 3-2
3-3. Grand Caravan EX Flashing Beacon....................................................................... 3-3
3-4. EX Wing Inspection Light....................................................................................... 3-3
3-5. Courtesy Lights........................................................................................................ 3-3
3-6. LIGHTS Control Panel............................................................................................ 3-4
3-7. Lighting Control Knobs........................................................................................... 3-5
3 LIGHTING
CHAPTER 3
LIGHTING
3 LIGHTING
INTRODUCTION
This chapter describes the exterior and interior lighting systems on the Cessna Grand Caravan EX.
GENERAL
Exterior lighting on the aircraft includes naviga- Interior lighting includes instrument lighting and
tion lights, landing lights, taxi/recognition lights, cabin lighting.
strobe lights, ice detection lights, courtesy lights,
and a flashing beacon light.
COMPONENTS
Navigation and Strobe Lights
Conventional navigation lights are on the wingtips.
The lights are protected by the NAV LIGHT circuit
breaker on the CB panel.
NOTE
In 675 SHP Caravans the use of the
landing lights to enhance aircraft vis-
ibility in the traffic pattern or enroute is
not recommended because of the short
service life of the lights. The taxi/recog-
nition lights have longer service life and
Figure 3-1. Grand Caravan EX Nav and are designed for this purpose.
Strobe Lights
A taxi/recognition light is inboard of each land-
ing light in the leading edge of each wing (Figure
3 LIGHTING
tion on the ground. The light is protected by the
BEACON LIGHT circuit breaker on the CB panel.
Figure 3-4. EX Wing Inspection Light
WARNING
Do not operate the beacon light when Courtesy Lights
flying through clouds or overcast con- A courtesy light under each wing illuminates
ditions. The light reflects from water the area outside the aircraft next to the door (Fig-
particles in the atmosphere, particu- ure 3-5). The lights operate in conjunction with
larly at night, causing disorientation or the cabin lights and are controlled by the CABIN
dizziness. switch on the lighting control panel.
INTERIOR LIGHTING
DESCRIPTION
Instrument and control panel lighting is provided
by integral, flood, and post lights. Six lighting con-
Figure 3-6. LIGHTS Control Panel trol knobs on the DIMMING panel are grouped
together on the lower part of the instrument panel
left of the control pedestal.
CONTROLS AND INDICATIONS
The switches on the LIGHTS panel control all The controls vary the brightness of the following
exterior lights (Figure 3-6), except for the wing panels:
inspection lights, which are controlled by a switch
on the ANTI-ICE panel. • Instrument panel
• Pedestal
The white-capped switches on the LIGHTS con-
trol panel are ON in the up position and OFF in • Overhead panel
the down position: • Left sidewall panel
• L
EFT LDG switch— Controls the left land- • LED panels
ing light. • Avionics displays
• Internally lighted instruments
3 LIGHTING
and replace it with an MS25237-327
bulb. Replace the cap in the socket, and
then rotate it to direct the light in the de-
sired direction.
GRAND CARAVAN EX
DAY
208
OPERATION
Bulb Replacement During Flight
3 LIGHTING
Ensure that spare bulbs are stored in the map com-
partment. If a spare bulb is unavailable, an iden-
tical bulb from other lights can be substituted for
the defective bulb.
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
QUESTIONS
1. Use landing lights during:
A. Landing and takeoff
B. Landing only
C. Taxiing
D. Cruising
CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION.................................................................................................................. 4-1
CONTROLS AND INDICATIONS........................................................................................ 4-2
CAS Annunciations......................................................................................................... 4-2
OPERATION.......................................................................................................................... 4-2
LIMITATIONS........................................................................................................................ 4-2
EMERGENCY/ABNORMAL................................................................................................ 4-2
QUESTIONS.......................................................................................................................... 4-5
4 MASTER WARNING
SYSTEM
TABLES
Table Title Page
4-1. CAS ANNUNCIATIONS........................................................................................ 4-3
4 MASTER WARNING
SYSTEM
CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system on the Cessna Grand Caravan EX provides warnings of equipment
malfunctions, indications of unsafe operating conditions requiring immediate attention, and
4 MASTER WARNING
indications that specific systems are in operation.
SYSTEM
GENERAL
Warnings, cautions, and advisories for the aircraft text messages for up to 64 alert messages, dis-
are presented on the primary flight display (PFD). played by order of decreasing criticality.
The annunciation window is to the right of the
altimeter and vertical speed indicator. All aircraft The G1000 system automatically adjusts for chang-
warning alerts can be displayed simultaneously in ing ambient light conditions.
the annunciation window. The annunciation win-
dow displays abbreviated crew alert system (CAS) Depending on the alert type, an ALERTS softkey
annunciations in red, amber, and white to indicate can flash with an alert and assume a new label con-
system conditions and malfunctions. sistent with the alert level (red WARNING, amber
CAUTION, or white ADVISORY).
An alerts window can be displayed below the
annunciation window. The alerts window displays
chime.
SYSTEM
MESSAGE DESCRIPTION
EMERG PWR LVR Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position prior to and during the engine start (ITT in the OFF and STRT modes
ONLY).
ENGINE FIRE Indicates an excessive temperature condition and/or fire has occurred in the
engine compartment.
FUEL SELECT OFF Indicates LEFT and RIGHT FUEL TANK SELECTORS are both OFF at any time, or
LEFT FUEL TANK SELECTOR is OFF when right tank is low, or RIGHT FUEL TANK
SELECTOR is OFF when the left tank is low; or that either LEFT or RIGHT FUEL
TANK SELECTORS are OFF when STARTER switch is ON. It can also indicate
that the START CONT and/or FUEL SEL WARN circuit breaker has been pulled.
OIL PRESS LOW Indicates engine oil pressure is less than 40 PSI
RSVR FUEL LOW Indicates the fuel level in the reservoir is approximately one-half or less. With the
fuel reservoir full, there is adequate fuel for approximately 3 minutes of maximum
rated power or approximately 9 minutes at idle power.
VOLTAGE LOW Indicates electrical system bus voltage is less than 24.0 volts prior to engine start
or less than 24.5 volts with engine running and power is being supplied from the
battery.
* - In 675 SHP Caravans this CAS Annunciation indicates less than 24.5.
VOLTAGE HIGH Indicates electrical system bus voltage is greater than 32.0 volts
ALTNR AMPS Indicates that the alternator output is less than -10 amps or greater than 75 amps.
CHIP DETECT Indicates that metal chips have been detected in either or both the accessory
gearbox or reduction gearbox.
4 MASTER WARNING
DOOR UNLATCHED Indicates the upper cargo door and/or upper aft passenger door (passenger ver-
sion only) are not latched.
SYSTEM
EMERG PWR LVR Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position while engine is running (Non-Start).
FUEL BOOST ON Indicates the auxiliary fuel pump is operating.
FUEL PRESS LOW Indicates fuel pressure in the fuel manifold assembly is below 2.5* PSI
* - In 675 SHP Caravans this CAS ANNUNCIATION indicates fuel pressure in the
fuel manifold assembly is below 4.75 PSI.
GENERATOR AMPS Indicates that the generator output is less than -10 amps or greater than 200 amps
(-15/300 with 300 amp starter generator).
GENERATOR OFF Indicates that the generator is not connected to the electrical bus with engine
running.
MESSAGE DESCRIPTION
L-R FUEL LOW Indicates fuel quantity in both the left and right fuel tanks is 25 gallons (170
pounds) or less.
L FUEL LOW Indicates fuel quantity in the left fuel tank is 25 gallons (170 lbs) or less.
R FUEL LOW Indicates fuel quantity in the right fuel tank is 25 gallons (170 lbs) or less.
L-R P/S HEAT Indicates that either both pitot/static vane heater systems (left and right) have mal-
functioned or both the LEFT and RIGHT PITOT HEAT circuit breakers are pulled.
L P/S HEAT Indicates the left side pitot/static vane heater system has malfunctioned or the
LEFT PITOT HEAT circuit breaker is pulled.
R P/S HEAT Indicates the right side pitot/static vane heater system has malfunctioned or the
RIGHT PITOT HEAT circuit breaker is pulled.
STALL HEAT Indicates the stall warning heater system has malfunctioned or the STALL WARN
circuit breaker is pulled in conditions below 19°C (66°F) or above 52°C (125°F).
STBY PWR INOP Indicates electrical power is not available from the standby alternator.
IGNITION ON Indicates electrical power is being supplied to the engine ignition system.
SPD NOT AVAIL Indicates that the “SPD” button was pressed on Autopilot Mode Control panel.
STBY PWR ON Indicates that the standby alternator is generating electrical power.
TORQUE GAGE Indicates a miscompare between either the Pressure Altitude or OAT sensors.
The annunciation will be accompanied with a static torque gage dynamic redline.
4 MASTER WARNING
SYSTEM
QUESTIONS
1. A WARNING ALERT accompanied by a con-
tinuous chime indicates a condition that:
A. Is advisory in nature
B. Is normal during takeoff and landing
C. Requires immediate attention
D. The warning system is in error
4 MASTER WARNING
SYSTEM
CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION.................................................................................................................. 5-1
DESCRIPTION....................................................................................................................... 5-4
COMPONENTS..................................................................................................................... 5-5
Drain Valves.................................................................................................................... 5-5
Fuel Pumps...................................................................................................................... 5-5
Fuel Filter........................................................................................................................ 5-5
CONTROLS AND INDICATIONS........................................................................................ 5-6
FUEL TANK SELECTORS............................................................................................ 5-6
FUEL/OIL SHUTOFF Knob........................................................................................... 5-6
FUEL BOOST Switch..................................................................................................... 5-6
Audio Alerts.................................................................................................................... 5-7
FUEL FILTER BYPASS Pop-Up Indicator.................................................................... 5-7
FUEL FLOW Indication.................................................................................................. 5-7
FUEL QUANTITY Indication........................................................................................ 5-7
OPERATION.......................................................................................................................... 5-8
Preflight........................................................................................................................... 5-8
LIMITATIONS........................................................................................................................ 5-8
EMERGENCY/ABNORMAL................................................................................................ 5-8
QUESTIONS........................................................................................................................ 5-10
5 FUEL SYSTEM
ILLUSTRATIONS
Figure Title Page
5-1. Grand Caravan EX Fuel System.............................................................................. 5-2
5-2. 208 Fuel System...................................................................................................... 5-3
5-3. Grand Caravan EX Fuel Filter Bypass Pop-Up Pin................................................. 5-4
5-4. 208 Fuel Filter Bypass Flag..................................................................................... 5-4
5-5. FUEL TANK SELECTORS levers.......................................................................... 5-5
5-6. FUEL SHUTOFF Knobs......................................................................................... 5-5
5-7. FUEL BOOST Switch............................................................................................. 5-6
5-8. Fuel Flow and Quantity Indicators ......................................................................... 5-7
TABLES
Table Title Page
5-1. CAS ANNUNCIATIONS........................................................................................ 5-9
5 FUEL SYSTEM
CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents information on the fuel system of the Cessna Grand Caravan EX. A single
integral fuel tank in each wing stores fuel. The fuel distribution system provides fuel to the engine
from either or both tanks. Warnings and indications are provided for safety.
GENERAL
The aircraft fuel system includes two vented, inte- WARNING
gral fuel tanks with shutoff valves, a fuel-selector-
off warning system, a fuel reservoir, an ejector fuel Unusable fuel levels for this aircraft
pump, an electric auxiliary boost pump, a reservoir were determined according to federal
manifold assembly, a firewall shutoff valve, a fuel aviation regulations. Failure to oper-
filter, an oil-to-fuel heater, an engine-driven fuel ate the aircraft in compliance with the
5 FUEL SYSTEM
pump, a fuel control unit, a flow divider, dual mani- “Fuel Limitations” specified in Section
folds, and 14 fuel nozzle assemblies (Figure 5-1). 2 of the Pilot’s Operating Handbook or
Aircraft Flight Manual (POH/AFM) can
further reduce the amount of fuel avail-
able in flight.
PRIMARY SECONDARY
FUEL DRAIN
FROM NOZZLES
AIR VENT
FLOW
DIVIDER
LEGEND FLOW
LOW PRESSURE FUEL FM METER
VENT FUEL
MOTIVE FLOW CONTROL
MOTIVE FLOW FUEL SHUT-OFF VALVE
PUMP
FUEL IN FUEL NOZZLES
FUEL IN FUEL NOZZLES STRAINER NON RETURN
PLUG ORIFICE
EMPTY FUEL LINES LOW PRESSURE VALVE
LP SWITCH
LP OUTLET INLET
FILTER
POP CHECK
UP VALVE EJECTOR
FUEL FLOW
VENT TEMP PUMP
SENSOR T ECOLOGY
FUEL OIL HEAT TANK
ECOLOGY EXCHANGER
TANK ASSEMBLY
FIREWALL
FIREWALL FUEL
SHUTOFF VALVE AUXILIARY
FUEL PUMP
MOTIVE FLOW RESERVOIR
FUEL QUANTITY LOW-FUEL SENSOR FUEL QUANTITY
TRANSMITTERS EJECTOR PUMP
TRANSMITTERS
FUEL DRAIN
FUEL CAP FUEL CAP
RESERVOIR
LEFT FUEL TANK RIGHT FUEL TANK
FUEL LOW FUEL LOW
SWITCH SHUTOFF SWITCH
FUEL SWITCH VALVES
SHUTOFF
VENT WITH VALVES VENT WITH
FLOAT VALVE FUEL DRAINS FUEL DRAINS FLOAT VALVE
Revision 3.2
FUEL
MANIFOLD
FLOW
DIVIDER/
FUEL CAN DUMP VALVE
AND DRAIN
VENT
FUEL FLOW
TRANSDUCER
BYPASS FUEL
INDICATOR HEATER
LEGEND
CONTROL/BIAS PRESSURE FUEL
FILTER
VENT
MOTIVE FLOW PRESSURE FIREWALL
FIREWALL
SHUTOFF
BOOST PUMP PRESSURE VALVE VENT
BYPASS/DRAIN FUEL
GRAVITY/SUCTION
RESERVOIR P
FUEL INSIDE TANK
MANIFOLD
BOOST/EJECTOR PUMP FUEL ASSEMBLY
BOOST PUMP
MAIN EJECTOR
PUMP RESERVOIR
LOW-FUEL SENSOR
FUEL QUANTITY FUEL QUANTITY
TRANSMITTERS TRANSMITTERS
FUEL DRAIN
RESERVOIR
FUEL CAP FUEL CAP
SHUTOFF
VALVES
LEFT FUEL TANK RIGHT FUEL TANK
FUEL LOW FUEL LOW
SWITCH SWITCH
FUEL SWITCH
SHUTOFF
VENT WITH VALVES VENT WITH
FUEL DRAINS FUEL DRAINS
FLOAT VALVE FLOAT VALVE
AND PRESSURE AND PRESSURE
RELIEF VALVE RELIEF VALVE
5-3
5 FUEL SYSTEM
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
COMPONENTS
Grand Caravan EX DRAIN VALVES
Drain valves are on:
NOTE
In 675 SHP Caravans the boost pump
operates for engine starting and when
fuel pressure drops below 4.75 psi.
Grand Caravan EX 208
Figure 5-6. FUEL SHUTOFF Knobs FUEL FILTER
Raw fuel flowing to the powerplant is filtered to
NOTE remove contaminant particles, which can stop the
5 FUEL SYSTEM
CONTROLS AND
INDICATIONS
FUEL TANK SELECTORS
Left and right FUEL TANK SELECTORS are
on the overhead panel; each has ON and OFF
positions.
NOTE
In 675 SHP Caravans the label is FUEL
SHUTOFF
NOTE
The fuel filter is located on the firewall
for the 675 SHP Caravans
NOTE
In 675 SHP Caravans the Fuel Filter
Bypass Pop-Up Indicator is referred to
as a flag.
ed flight, or on the ground by a sloping The wing tank drain valves are opened and closed
ramp. To obtain an accurate reading on by pressing on the valve with a Phillips screwdriver.
the ground, verify that the aircraft is On pod-equipped aircraft the reservoir drain valve
parked in a laterally level condition. To is controlled by a double-button, push-pull, drain
do so in flight, verify that the aircraft is control knob.
in a coordinated, stable condition.
Pulling the knob out drains the reservoir out of the
rear fuel drain pipe next to the drain valve. On air-
craft with no optional pod, the reservoir drain valve
OPERATION includes a flush-mounted poppet valve, which
when pressed and then turned, locks the valve open,
if required.
PREFLIGHT
If contamination is detected, drain all fuel drain
Fuel Selectors points again. Take repeated samples from all fuel
Either the left or right fuel tanks or both tanks can drain points until all contamination has been
be selected at the same time. Normal operation is removed. If, after repeating the sampling, evidence
with both tanks on. For starting, both tanks must of contamination still exists, drain the fuel tanks
be on. completely and clean the fuel system. Do not fly
the aircraft with contaminated or unapproved fuel.
Positioning a selector to OFF stops fuel from the
respective wing tank to the reservoir tank. Normal NOTE
fuel management is with both fuel selectors ON. On 675 SHP Caravans drain the fire-
proof fuel can once daily during pre-
With the FUEL TANK SELECTOR both posi- flight inspection, or at least after six
tioned to OFF, it is possible to start, taxi, or take off engine shutdowns. A drain valve on the
before the reservoir tank fuel is exhausted. bottom left of the cowling enables drain-
ing of the fuel can contents into a suit-
Before refueling or when the aircraft is parked on able container. If the fuel is not drained
a slope, move either or both fuel selectors to OFF. regularly, the can overflows its contents
If only one tank is turned off when parked on a overboard.
slope, select the higher wing tank to the OFF posi-
tion. Doing so prevents crossfeeding between tanks
and reduces fuel seepage from the wing tank vents. WARNING
NOTE
5 FUEL SYSTEM
FUEL SELECT OFF Indicates LEFT and RIGHT FUEL TANK SELECTORS are both OFF at any time, or
LEFT FUEL TANK SELECTOR is OFF when right tank is low, or RIGHT FUEL TANK
SELECTOR is OFF when the left tank is low; or that either LEFT or RIGHT FUEL
TANK SELECTORS are OFF when STARTER switch is ON. It can also indicate
that the START CONT and/or FUEL SEL WARN circuit breaker has been pulled.
RSVR FUEL LOW Indicates the fuel level in the reservoir is approximately one-half or less. With the
fuel reservoir full, there is adequate fuel for approximately 3 minutes of maximum
rated power or approximately 9 minutes at idle power.
WARNING - The reservoir tank holds only enough fuel for 90 seconds of engine
operation at maximum rated power after the RSVR FUEL LOW message appears.
* - In 675 SHP Caravans this CAS ANNUNCIATION indicates fuel pressure in the
fuel manifold assembly is below 4.75 PSI.
L-R FUEL LOW Indicates fuel quantity in both the left and right fuel tanks is 25 gallons (170
pounds) or less.
L FUEL LOW Indicates fuel quantity in the left fuel tank is 25 gallons (170 lbs) or less.
R FUEL LOW Indicates fuel quantity in the right fuel tank is 25 gallons (170 lbs) or less.
5 FUEL SYSTEM
QUESTIONS
1. Fuel flows from the wing tanks to the reservoir 6. The fuel-selector-off warning system sounds
tank by: when:
A. Fuel boost pump pressure A. Both left and right fuel tank shutoff valves
B. Ejector pump pressure are closed.
C. Gravity B. Either the left or right fuel tank shutoff
D. Fuel control unit pressure valves are closed during an engine start
operation.
2. Fuel is pumped from the reservoir tank primar- C. One fuel selector is at OFF and fuel
ily by the: remaining in the tank being used is less
than 25 gallons.
A. Main ejector pump
D. All of the above.
B. Boost pump
C. Engine-driven fuel pump 7. The auxiliary fuel boost pump switch:
D. Fuel control unit
A. Is positioned to NORM during all normal
engine operations
3. If the fuel filter becomes blocked:
B. Is positioned to OFF except in emergency
A. Fuel starvation occurs and the engine fuel situations
stops. C. Is positioned to ON at all times to prevent
B. A CAS message appears. fuel starvation
C. The red fuel filter bypass flag appears. D. Is positioned to OFF during all normal
D. The fuel filter bypass horn sounds. engine operations
5 FUEL SYSTEM
6 AUXILIARY POWER
SYSTEM
CHAPTER 6
AUXILIARY POWER SYSTEM
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION.................................................................................................................. 7-1
7 POWERPLANT
MAJOR SECTIONS............................................................................................................... 7-2
Reduction Gear................................................................................................................ 7-2
Exhaust............................................................................................................................ 7-3
Turbine............................................................................................................................. 7-3
Combustion..................................................................................................................... 7-3
Compressor...................................................................................................................... 7-3
Air Intake......................................................................................................................... 7-3
Accessory Drive.............................................................................................................. 7-4
ENGINE SYSTEMS............................................................................................................... 7-4
Engine Lubrication System............................................................................................. 7-4
Ignition System............................................................................................................... 7-5
Air Induction System...................................................................................................... 7-6
Inertial Separator System................................................................................................ 7-6
Engine Fuel System......................................................................................................... 7-7
Starting System............................................................................................................... 7-8
Engine Fire Detection System......................................................................................... 7-9
COMPONENTS..................................................................................................................... 7-9
Chip Detectors................................................................................................................. 7-9
Propeller.......................................................................................................................... 7-9
CONTROLS AND INDICATIONS...................................................................................... 7-11
ILLUSTRATIONS
Figure Title Page
7-1. Engine Major Sections............................................................................................. 7-2
7-2. Oil System Schematic.............................................................................................. 7-3
7-3. Oil Dipstick/Filler Cap............................................................................................ 7-4
7 POWERPLANT
7-4. Oil Dipstick Markings............................................................................................. 7-5
7-5. IGNITION and STARTER Switches....................................................................... 7-5
7-6. INTERTIAL SEPARATOR Handle and Indications............................................... 7-6
7-7. Fuel Oil Heat Exchanger......................................................................................... 7-7
7-8. Engine Fuel System................................................................................................. 7-8
7-9. Test Switch............................................................................................................... 7-9
7-10. Propeller System (Cruise)..................................................................................... 7-10
7-11. Engine Controls..................................................................................................... 7-12
7-12. EX and 208 Engine and System Indciations......................................................... 7-14
7-13. OVERSPEED GOVERNOR PUSH TO TEST Switch.......................................... 7-16
7-14. Engine Air Intake................................................................................................... 7-19
TABLES
Table Title Page
7-1. CAS ANNUNCIATIONS...................................................................................... 7-22
CHAPTER 7
POWERPLANT
7 POWERPLANT
INTRODUCTION
This chapter describes the powerplant on the Cessna Grand Caravan EX. The following associated
powerplant monitoring and operating systems are discussed: lubrication, ignition, air induction,
fuel, starting, propeller, engine controls, and engine instruments.
GENERAL
The aircraft is powered by a Pratt and Whitney of All engine-driven accessories, except for the pro-
Canada PT6A-140 powerplant. It is a free-turbine peller tachometer-generator and propeller gov-
engine that uses two independent turbines: one ernors, are on the accessory gearbox (AGB) at
driving a compressor in the gas generator section the rear of the engine. The engine accessories are
and one driving a reduction gear for the propeller. driven by the compressor turbine with a coupling
The powerplant is rated at 867 shaft horsepower. shaft that extends the drive through a conical tube
in the oil tank center section.
NOTE
An internal tank contains the main portion of the
In 675 SHP Caravans the PT6A-
engine oil supply. The tank, which forms part of the
114A powerplant is rated at 675 shaft
compressor inlet case, has a capacity of 9.5 U.S.
horsepower.
Grand Caravan EX
208
7 POWERPLANT
OIL FILTER
AND CHECK
VALVE
BYPASS
VALVE CHIP
CHIP DETECTOR
DETECTOR
EXHAUST COMBUSTION
The exhaust section (aft of the reduction gear) The combustion section includes a plenum and a
includes an annular exit plenum, a heat-resistant reverse-flow combustion chamber. The combus-
cone, and an exhaust port at the 4 o’clock position tion chamber has two igniter plugs and 14 equally
on the engine. spaced fuel nozzles.
TURBINE COMPRESSOR
The turbine section includes a single-stage power The compressor section has three axial compressor
turbine (propeller turbine ) and a single-stage gas wheels and one centrifugal wheel. All of the wheels
generator turbine (compressor turbine). The tur- are on the gas generator turbine rotor shaft extend-
bines are in the combustor and contribute to the ing aft to drive the accessory gear.
short length of the PT6A-140 engine. The power
turbine is on a shaft that extends forward to drive
the reduction gear. AIR INTAKE
The air intake section is circumferential and aft of
The gas generator turbine is on a shaft that extends the compressor. The intake plenum turns the air
aft to drive the compressor and the accessory gear. 180° forward toward the compressor. A circular
screen surrounds the engine inlet area. Airflow is
directed to the engine air intake by the ram-air inlet
scoop on the nacelle.
IGNITION SYSTEM
Two igniters in the engine combustion chamber
provide engine ignition. The igniters are ener-
MAX. HOT gized by the ignition exciter on the right side of the
engine compartment. Electrical energy from the
7 POWERPLANT
ignition exciter is transmitted through two high-
DIPSTICK
tension leads to the igniters. The ignition system
normally is energized only during engine start.
1.66 1.90
2
2.49 2.85
4 US QUARTS 3
• Operations using the emergency power lever compressor inlet, which has a screen to prevent
entry of large particles into the compressor.
• Near fuel exhaustion, indicated by a RSVR
FUEL LOW message
NOTE INERTIAL SEPARATOR SYSTEM
On 675 SHP Caravans the ON posi- An inertial separator system in the engine air inlet
tion is used for Airstarts without starter duct prevents moisture from entering the compres-
assist. sor air inlet plenum when in bypass mode. The
inertial separator includes two movable vanes and
a fixed airfoil, which during normal operation route
7 POWERPLANT
A white IGNITION ON message appears when the inlet air through a gentle turn into the compres-
electrical power is applied to the igniters. The igni- sor air inlet plenum (Figure 7-6).
tion system is protected by an IGN circuit breaker
on the CB panel. When separation of moisture particles is desired,
the vanes are positioned so the inlet air is forced
AIR INDUCTION SYSTEM into a sharp turn in order to enter the inlet plenum.
The sharp turn separates moisture particles from
The engine air inlet is at the front of the engine the inlet air and discharges the moisture overboard
nacelle left of the propeller spinner. Ram air enter- through the inertial separator outlet in the left side
ing the inlet flows through ducts into an inertial of the cowling.
separator system and then through a circulator
plenum chamber into the engine. In the plenum Inertial separator operation is controlled by the
chamber, guide vanes direct the airflow into the INERTIAL SEPARATOR handle on the lower
instrument panel. Engaging the handle results in
NORMAL
BYPASS
PUSHROD
SLEEVE VALVE
FUEL
OUTLET
7 POWERPLANT
FUEL
OUTLET
OPEN
OPEN
a slight drop in torque and in movement of the slamming from one position to another
torque bug. Use the BYPASS position when fly- under airload force.
ing through visible moisture such as clouds, rain,
snow, and ice crystals with an outside air tempera-
ture (OAT) of (41°F or 5°C) or lower. ENGINE FUEL SYSTEM
Use the BYPASS position for ground operation or The engine fuel system includes:
takeoff from dusty or sandy conditions to minimize
intake of foreign particles into the compressor. • Oil-to-fuel heater
Use the NORMAL–PUSH position for all other • Engine-driven fuel pump
operations.
• Fuel control unit
To lock the handle in the NORMAL position rotate • Flow divider and dump valve
the handle clockwise one quarter turn to its verti-
cal position. To unlock the handle, push it forward • D
ual fuel manifold with 14 simplex nozzles
slightly, rotate the handle 90° counterclockwise, (10 primary and four secondary)
and then pull the handle into the BYPASS position. • Two fuel drain lines
When in this position the airload on the movable
vanes maintains the vane position. The system provides fuel flow to satisfy engine
speed and power demands. Fuel from the aircraft
NOTE reservoir is delivered to the oil-to-fuel heater (Fig-
ure 7-7), which uses heat from the engine lubricat-
When moving the INERTIAL SEPA- ing oil system to preheat the fuel in the fuel system
RATOR handle from BYPASS to NOR- (Figure 7-8).
MAL during flight, reduce engine power
to reduce the control forces. Maintain A fuel temperature-sensing oil bypass valve regu-
a firm grip on the handle when operat- lates fuel temperature by allowing oil either to
ing to prevent the separator vanes from
TO FLOW
ENGINE FUEL SYSTEM BLOCK DIAGRAM DIVIDER
FLOW DIVIDER
&
DUMP VALVE
FUEL FUEL
SHUTOFF
VALVE
MOTIVE FLOW
RETURN TO
FUEL
RESERVOIR
CONTROL UNIT
FUEL TANK
METERING
7 POWERPLANT
VALVE
PX A IR P Y A IR FUEL
TO
Nf GOV.
ENGINE-DRIVEN
Ng GOVERNOR FUEL PUMP
GOV.
BELLOWS
FUEL ACCEL.
BELLOWS LEGEND
(EVACUATED) HIGH PRESSURE FUEL
METERED FUEL
FUEL MOTIVE FLOW MOTIVE FLOW RETURN FUEL
HEATER RETURN TO TO PX AIR
P 3 A IR EMERGENCY
RESERVOIR PY AIR
TANK POWER LEVER Px Py
FROM
FUEL SUPPLY
Ng GOVERNOR (FROM FUEL PUMP)
flow through the heater circuit or to bypass it to valve port. Residual fuel in the manifolds drains
the engine oil tank. into the ecology tank on the firewall, where motive
flow fuel draws the collected fuel back into the
Fuel from the oil-to-fuel heater then enters the fuel system.
engine-driven fuel pump chamber. The pump is on
the AGB at the 2 o’clock position and has an inlet NOTE
screen and an outlet filter, which allow fuel bypass
On 675 SHP Caravans residual fuel in
if a blockage occurs.
the manifolds drains into the fuel can on
the firewall, where it is drained daily or
The fuel control unit includes:
after no more than six engine shutdowns.
• Fuel metering section
• Temperature-compensating section STARTING SYSTEM
• Gas generator pneumatic governor The starting system includes a starter-generator, a
The fuel control unit determines the fuel schedule, STARTER switch, and an amber STARTER ON
which provides the power required as established message.
by the power lever input. The fuel scheduling is
accomplished by controlling the compressor tur- The starter-generator functions as a motor for
bine speed. engine starting and accelerates the gas generator
section until 46% Ng is reached, at which time the
When the fuel cutoff valve in the fuel control unit start cycle terminates.
closes during engine shutdown, both primary and
secondary manifolds are connected to a dump The starter-generator is controlled by a three-
position STARTER switch on the left sidewall
7 POWERPLANT
energizes the ignition system when the IGNITION
switch is in the NORM position.
Figure 7-9. Test Switch
When the engine has started, the starter switch must
be manually positioned to OFF to deenergize the
ignition system and to activate the generator sys- COMPONENTS
tem. Verify that the STARTER ON message disap-
pears, and then check the engine indications. CHIP DETECTORS
The MOTOR position motors the engine without Two chip detectors are on the engine: one on the
having the ignition circuit energized and is used underside of the reduction gearbox case and one on
for motoring the engine when an engine start is not the underside of the AGB case. The chip detectors
desired. Engine motoring is used for clearing fuel drive an amber CHIP DETECT message, which
from the engine, washing the engine compressor, appears when metal chips are detected in either
etc. The MOTOR position is spring-loaded to the gearbox. This message indicates a need for an
OFF position. engine inspection for abnormal wear.
LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
INLET AIR
NORMAL
GOVERNOR
FOR TRAINING PURPOSES ONLY
Py AIR
TEST
SOLENOID
VALVE
TO SUMP
Revision 3.0
CAUTION Feathering
7 POWERPLANT
To prevent damaging the propeller re- The propeller governor pilot valve is raised
versing linkage do not move the POWER mechanically to decrease the oil pressure at the
lever aft of the IDLE position when the propeller. Under the influence of the return springs
propeller is feathered or when the engine and counterweights, the blades are rotated to the
is not running. feathered position.
BETA Operation
Propeller Governor
The BETA operation is nongoverning. Oil pres-
The propeller governor includes a mechanical gov- sure to and from the governor is metered by the
ernor, a beta control valve, and a pneumatic Nf beta control valve through a mechanical lever and
governor. The propeller governor operates in five a feedback ring. If the aircraft is equipped, the red
modes: BETA CAS message appears when BETA range
is selected in flight.
• Underspeed
• Onspeed
• Overspeed CONTROLS AND
• Feathering INDICATIONS
• Beta range
CABIN HEAT FIREWALL
Underspeed SHUTOFF OFF KNOB
With the PROP RPM lever at the desired rpm, an The CABIN HEAT FIREWALL SHUTOFF knob
underspeed condition occurs when the propeller is a push-pull knob on the lower right side of the
rpm falls below the preselected setting or has not pedestal. When pulled the knob actuates two fire-
reached the selected speed. wall shutoff valves to the off position.
ENGINE CONTROLS The BETA range enables the pilot to control pro-
peller blade pitch from idle thrust back through a
The engine is operated by four separate controls zero or no-thrust condition to maximum reverse
(Figure 7-11): thrust.
• POWER lever
CAUTION
• EMERGENCY POWER lever
To prevent damaging the propeller re-
• PROP RPM lever versing linkage do not move the POWER
• FUEL CONDITION lever lever aft of the IDLE position when the
propeller is feathered or when the engine
The POWER and FUEL CONDITION levers are is not running.
used to control the engine and the PROP RPM lever
controls propeller speed and feathering.
EMERGENCY POWER Lever
POWER Lever The EMERGENCY POWER lever is linked to
The POWER lever is connected through linkage the mechanical override lever on the fuel control
to a cam in front of the fuel control unit at the rear unit. This lever governs fuel supply to the engine
of the engine. The POWER lever controls engine if a pneumatic malfunction occurs in the fuel con-
power, via pneumatic control of the metering valve, trol unit.
from maximum takeoff power back through idle to
full reverse. During engine operation, failure of any pneumatic
signal to the fuel control unit decreases fuel flow
The lever also selects propeller pitch when in the to minimum idle (approximately 48% Ng at sea
BETA range. The POWER lever has MAX, IDLE, level). The EMERGENCY POWER lever restores
BETA, and MAX REVERSE range positions. The power if such a failure occurs.
range from the MAX position through IDLE allows
selection of the desired engine power. The EMERGENCY POWER lever has NORMAL,
IDLE, and MAX positions. When the fuel control
unit is operating normally, the lever is kept in the The FEATHER position is used during normal
NORMAL position (full aft) and engine power is engine shutdown to stop rotation of the power tur-
selected by the POWER lever. The range from the bine and front engine section. Since lubrication is
IDLE to MAX governs engine power and is used unavailable after the gas generator section of the
when a pneumatic malfunction occurs in the fuel engine shuts down, rotation of the forward engine
control unit and the POWER lever is ineffective. section is undesirable.
A mechanical stop in the lever slot requires the Feathering the propeller during engine shut down
EMERGENCY POWER lever be moved to the minimizes propeller windmilling under windy con-
left to clear the stop before it can be moved from ditions. A mechanical stop in the lever slot requires
7 POWERPLANT
NORMAL (full aft) to IDLE. the PROP RPM lever be moved to the left to clear
the stop before it can be positioned into or out of
NOTE FEATHER.
If the EMERGENCY POWER lever
is not stowed in the NORMAL posi- FUEL CONDITION Lever
tion, then the red EMERG PWR LVR
message appears. This precaution is in- The FUEL CONDITION lever is linked to a com-
tended to prevent engine starts if the bined lever and stop mechanism on the fuel con-
EMERGENCY POWER lever is not po- trol unit. The lever and stop also function as an
sitioned to NORMAL, which can cause idle stop for the fuel control unit and for the fuel
a hot start or overtemperature condition. control unit rod.
• Engine torque
• Engine ITT
• Gas generator rpm%
• Propeller rpm
• Oil pressure
• Oil temperature
• Fuel quantity
• Fuel flow
• Battery amps
• Bus voltage
• Anti-ice fluid remaining
NOTE
On 675 SHP Caravans the ENGINE
page displays indications for Propel-
lar amps.
The engine and airframe unit provides data to the rpm, and white with a red background when rpm
EIS, which displays the data for the ENGINE page. is greater than 1,901. The instrument is electrically
Engine operation is monitored by: torque, ITT, Ng, operated from the propeller tachometer-generator
PROP RPM, oil pressure, oil temperature, and fuel on the right, front side of the case.
flow.
Interstage Turbine Temperature
Torque Interstage turbine temperature (ITT) is indicated
Torque (TRQ) indication is displayed at the top below the TRQ indication in a round dial gauge
of both the ENGINE and SYSTEM pages. The with a white pointer. The gauge displays gas tem-
7 POWERPLANT
torque is indicated within a round gauge with a perature between the compressor and power tur-
white pointer. The transmitter senses the differ- bines. With the engine off or starting, the ITT
ence between the engine torque pressure and the indication displays a green band from 100°–870°C,
pressure in the engine case and transmits this data an amber caution band from 766°–805°C, and a
to the avionics system. Normal operating range is redline at 871°C. The gauge is graduated at 100°
indicated by a green arc that extends from 0 to red- increments from 600°–1,100°C.
line. The red line indication is dynamic and varies
with OAT and altitude. NOTE
With the engine off or starting, the ITT
NOTE indication displays a green band from
On 675 SHP Caravans the red line indi- 100°–740°C, an amber caution band
cation varies from 1,865 to 1,970 ft-lbs from 766°–805°C, and a redline at
depending on prop rpm. 1,090°C in 675 SHP Caravans.
For normal cruise flight when prop rpm is between When the engine is running, a green arc indicates
1,600-1,900, the arc includes a blue torque bug. normal a operating range from 100°–825°C, an
The bug indicates maximum allowed cruise torque amber caution range from 826°–849°C, and a red
per the cruise torque tables in Section 5, Limita- line at 850°C. The gauge is graduated at 50° incre-
tions, of the Pilot’s Operating Handbook and the ments from 600°–950°C. The digital readout flash-
Aircraft Flight Manual (POH/AFM). es red when an overtemperature situation occurs.
NOTE
Dynamic Redline
When the engine is running, a green
The dynamic redline on the torque gauge is a rep- arc indicates normal a operating range
resentation of takeoff power below 16,000 MSL from 100°–740°C, an amber caution
and maximum rated power above 16,000 feet MSL. range from 765°–805°C, and a red line
The dynamic redline compenstaes automatically at 805°C. The gauge is graduated at 50°
for OAT and altitude as well as inertial separator increments from 600°–900°C, in 675
position and bleed air heat switch position. Fail- SHP Caravans.
ure to comply with the dynamic redline can result
in accelerated engine wear, unscheduled engine
maintenance and increased operating costs even Gas Generator RPM
though no other published engine limitation has
been exceeded. Gas generator RPM (Ng) is displayed below ITT on
a round dial gauge with a white pointer. The RPM
is displayed as a percentage of maximum gas gen-
PROP RPM erator rpm. The instrument is electrically operated
The PROP RPM is indicated numerically below the from the gas generator tachometer-generator on
gas generator RPM. The digits are white with rpm the lower right portion of the accessory case. The
between 0–1,599 rpm, green between 1,600–1,900 gauge has major tick marks at 0%, 12%, 50%, and
NOTE
In 675 SHP Caravans the caution is in-
dicated by an amber bar from 40–85 psi.
Warning is indicated by red lines and
red flashing digits at less than 40 psi and
greater than 105 psi. Figure 7-13. OVERSPEED GOVERNOR
PUSH TO TEST Switch
7 POWERPLANT
interface displays alerts for exceedance of engine data allows maintenance personnel to evaluate and
operating limits and processor faults. correct the condition before severe engine damage
occurs.
The ALTAIR system acquires, retrieves, and deliv-
ers engine operating data.
Components
Data acquisition is a function of the ADASd moni- The main components of the ADASd are a proces-
tor customized through a configuration file upload- sor and a communication port.
ed to the processor.
Two circuit breakers on the left side of the main
Data retrieval is handled by monitor link program power junction box power the system. The system
(MLP) software in a laptop computer or a Personal monitors the outputs for engine interstage turbine
Digital Assistant (PDA). The MLP allows upload- temperature (ITT), fuel flow transmitter (FFLOW
ing of configuration files and downloading and PPH), propeller rpm tach generator (PROP RPM),
viewing of stored data. gas generator rpm, tach generator (Ng), engine
torque, and oil pressure.
Data delivery is through the Turbine Tracker™
website. The website provides links to databases Since bleed-air extraction, INERTIAL SEPARA-
of information for each engine and is accessible TOR, and EMERGENCY POWER lever positions
any time from a computer with Internet access. affect engine performance, the ADASd monitors
Log data is uploaded to this website. After analy- these parameters as well. All data is collected and
sis, reports are generated from the log data and may monitored from the avionics system through a
be viewed as text or graphs. Configuration files are digital data bus.
created, edited, and managed through the Turbine
Tracker™ website.
Processor
The processor memory holds more than 30,000
engine runs and/or events. When events are record- The processor is under the right side panel in the
ed, a time history is stored. The history is config- cabin. The processor collects and stores data from
ured to record all parameters up to two minutes the sensors and engine systems. It also interfac-
before the event and after the event. es with the avionics system to display appropri-
ate messages if an engine parameter exceedance
The data is collected automatically by the system occurs.
and stored for retrieval by maintenance personnel
using a laptop computer or PDA. The data can be Two sources of electrical power ensure no loss of
transferred to the Cessna Designated Analysis Cen- data when the BATTERY switch is positioned to
ter (DAC) for evaluation. The data is analyzed and OFF. A 1 amp ETM POWER circuit breaker pro-
compared to a Pratt & Whitney Canada (P&WC) vides power from the main bus when the BAT-
mathematical engine model. The ADASd and DAC TERY switch is ON. The ETM CONTINUOUS
analysis improve operational safety by identifying POWER 1 amp circuit breaker provides power
conditions that could shorten engine life. directly from the aircraft battery.
A communication port in the copilot side panel The ETM EXCEED (amber or white) and PREV
is used for uploading the configuration file to the EXCEED messages can be acknowledged at any
processor and downloading data from the proces- time by pressing the TRND/ ACK softkey. The
sor. A special cable connects the communication CAS message disappears until a new condition
port to a laptop computer or a PDA. An ALTAIR occurs.
Monitor Link Program (MLP) software must be
installed on the laptop computer or PDA in order The PREV EXCEED message appears only when
to upload or download. maintenance or inspection is required. PREV
EXCEED messages continue appearing at each
start sequence until the log is downloaded and
Controls and Indications
7 POWERPLANT
reset.
The ADASd processor controls five messages that
display on each PFD. The five messages are: Two modes of operation determine when the CAS
annunciation appear: engine not running mode
• ETM EXCEED (amber) and engine running mode. The engine not run-
ning mode is operational when the ITT is less
• ETM EXCEED (white) than 250°C. During this mode, PREV EXCEED,
• PREV EXCEED (white) ETM FAULT, and ETM CAPTURE CAS messages
appear as needed. Pressing the TRND/ACK softkey
• ETM CAPTURE (white) indication extinguishes the CAS annunciation or
• ETM FAULT (white) initiates a loopback test to check the functionality
of the system.
The ETM FAULT message is displayed in the advi-
sory window. All other messages are displayed in The engine running mode is operational when the
the CAS message area. ITT is greater than (450°C) and the Ng is greater
than 50%. During this mode, the amber and white
When Avionics 1 boots, the ETM processor runs ETM EXCEED CAS messages appear during
its normal boot procedure. A white ETM FAULT flight. Pressing the TREND/ACK softkey initiates
message indicates either a processor or system a manual trend capture or acknowledges an ETM
fault or that the log file is between 85–100% full. EXCEED CAS message. ETM CAPTURE also
Download the log and troubleshoot the system as may appear if the CAPTURE softkey is pressed.
necessary.
7 POWERPLANT
airflow changes 180°.
Position the IGNITION switch to ON to prevent
Compressed air enters the combustion chamber, engine flameout caused by ambient conditions or
where fuel is added by 14 fuel nozzles. The igniter brief interruption of fuel flow. The ON position
plugs provide initial combustion during start. The provides continuous ignition under the following
expanding combustion gases flow aft and turn 180° conditions:
to enter the turbine section.
• Operation on wet or contaminated runways
The gas generator (compressor) turbine extracts • Flight in moderate or greater turbulence
most of the gas energy, which drives the com-
pressor and the accessory drive gear. The gases • During inadvertent icing encounters prior
continue to expand through the propeller turbine, the inertial separator being selected to
which extracts almost all remaining energy to bypass for 5 minutes
drive the propeller through the reduction gear. • When near fuel exhaustion as indicated by
The spent gases enter the exhaust section, where illumination of the RSVR FUEL LOW CAS
they are turned 180 ° and are discharged through annunciations.
the exhaust pipe into the atmosphere.
NOTE
NEW ENGINE BREAK-IN AND In 675 SHP Caravans Emergency also
OPERATION include engine starts without starter
assist
The Pratt and Whitney of Canada PT6A-140 or
PT6A-114A turboprop engines require no specific
COMPRESSOR
BLEED VALVE
down the engine and positioning the BATTERY mal rpm or normal fuel flow with insufficient rpm.
switch to OFF. The latter condition usually is the problem, which
is caused by attempting a start with a discharged
If the STBY ALT PWR switch is left in the ON or weak battery.
position, a single indication forward of the STBY
ALT PWR switch illuminates after the BATTERY A minimum battery voltage of 24 volts does not
switch is positioned to OFF. The indication is a always indicate that the battery is fully charge or
reminder to position the STBY ALT PWR switch in good condition.
to OFF to prevent draining the battery.
• If gas generator acceleration in the ini-
OIL tial part of the start is less than normally
observed, return the FUEL CONDITION
OIL GRADE SPECIFICATION lever to CUTOFF, and discontinue the start.
Recharge the battery or connect an APU
Use only oil that conforms to Pratt & Whitney before attempting another start.
engine Service Bulletin No. 1001 and all revisions
of supplements thereto. Refer to the POH/AFM for • If no ITT rise is observed within 10 seconds
a list of approved oils. after moving the FUEL CONDITION lever
to the LOW IDLE position, or ITT rapidly
approaches 1,090°C , move the FUEL CON-
Total Oil Capacity DITION lever to CUTOFF, and then per-
Total oil capacity for the Caravan 208 is 14 U.S. form the engine clearing procedure.
quarts (including oil in filter, cooler, and hoses). • With a cold engine or after making a battery
start, which causes a high initial generator
WARNING load because of battery recharging, it may
be necessary to advance the power lever
Pressurized oil tank. Ensure oil dipstick slightly ahead of the IDLE detent to main-
is secure. tain a minimum idle of 55% Ng.
NOTE
In 675 SHP Caravans it may be neces-
LIMITATIONS sary to advance the power lever slightly
ahead of the IDLE detent to maintain a
For specific information on limitations, refer to the mininum idle of 52% Ng.
FAA-approved (AFM).
Since the generator contactor closes
when the STARTER switch is positioned
to OFF, anticipate the increased engine
load by advancing the power lever to ob-
tain approximately 55% Ng before po-
sitioning the STARTER switch to OFF
in 675 SHP Caravans. Doing so pre- • When a GPU/EPU is used, ensure that the
vents the initial generator load from de- unit is negatively grounded and regulated
creasing idle rpm below the minimum to 28 VDC with a capability of providing
of 52%. a minimum of 800 amps during the start-
ing cycle. Do not use the GPU or EPU with
• I f during the start, the starter accelerates the output exceeding 1,700 amps.
gas generator rapidly above 20% Ng, suspect During takeoff, an engine fire or failure requires
gear train decouple. Do not continue the immediate pilot response. Refer to the POH/AFM
start. Rapid acceleration through 35% Ng for procedures.
suggests a start on the secondary nozzles.
7 POWERPLANT
Anticipate a hot start.
• After an aborted start, it is essential before
the next start attempt to allow adequate time
to drain unburned fuel. Failure to drain all
residual fuel from the engine could lead to a
hot start, a hot streak leading to hot section
damage, or torching of burning fuel from the
engine exhaust on the next successful igni-
tion. A dry motoring, within starter limita-
tions after confirming that all fuel drainage
has stopped, ensures that no fuel is trapped
before the next start.
• If the amber STARTER ON CAS annuncia-
tion does not extinguish after engine start,
the generator will not function because the
start contactor may be stuck closed. Posi-
tion the BATTERY switch to OFF, and then
shut down the engine if such an indication
is observed.
• Engine starts may be made with the aircraft
battery power or with an APU. It is rec-
ommended that an APU be used when the
ambient air temperature is lower than 0°F
(-18°C). Under these conditions, observe
other cold weather operating procedures in
accordance with the POH/AFM.
• If the GPU/EPU drops offline during engine
start, power to the starter is lost, which can
cause a hot start. If auxiliary power is lost,
immediately position the FUEL CONDI-
TION lever to CUTOFF, monitor ITT, and
ensure that the engine is shutting down.
If high ITT persists, position the EXTER-
NAL POWER switch to OFF , position
the STARTER switch to MOTOR, and use
battery power for engine rotation to aid in
reducing ITT.
MESSAGE DESCRIPTION
EMERG PWR LVR Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position prior to and during the engine start (ITT in the OFF and STRT modes
ONLY).
CHIP DETECT Indicates that metal chips have been detected in either or both the accessory
gearbox or reduction gearbox.
7 POWERPLANT
EMERG PWR LVR Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL)
position while engine is running (Non-Start).
IGNITION ON Indicates electrical power is being supplied to the engine ignition system.
TORQUE GAGE Indicates a miscompare between either the Pressure Altitude or OAT sensors.
The annunciation will be accompanied with a static torque gage dynamic redline.
QUESTIONS
1. The PT6A-140 engine is defined as a: 6. With the propeller control lever positioned to
A. Fixed-shaft, constant-speed engine MAX:
B. Free-turbine, turboprop engine A. The propeller speed is governed at 1,900
C. Single-spool, variable-speed engine rpm.
D. None of the above B. The engine delivers maximum torque.
C. The propeller governor is bypassed.
2. The torque indication indicates the power: D. The gas generator rpm is at maximum.
7 POWERPLANT
A. Developed by the gas generator
7. Engine oil level should be:
B. Delivered by the propeller
C. Of the combined gas generator and power A. Maintained full at all times
turbine B. Checked only before the first flight of the
D. Delivered to the propeller day
C. Lower for cold weather operations
3. The power turbine is on a shaft that: D. Maintained to within 1 to 1.5 quarts of
MAX HOT or MAX COLD as appropriate
A. Drives the gas generator
B. Drives the accessory section
8. The IGNITION switch should be positioned
C. Drives the reduction gear to ON:
D. Both A. and B. above
A. For airstarts without starter assist
B. For operation on water-covered
4. Air induced into the engine:
runways
A. Enters at the rear and is exhausted at the
C. During flight in heavy precipitation
front
D. All of the above
B. Enters at the front and is exhausted at the
rear
9. The inertial separator should be positioned to
C. Passes from the power turbine to the com-
the bypass position:
pressor wheels
D. Must be cooled by the compressor section A. To increase engine rpm
B. When flying through visible moisture at
5. During operations using the emergency power low temperatures
lever: C. For all takeoffs
A. Extreme caution should be used when D. During all operations above 5,000 feet
advancing the EMERG PWR LVR
B. The EMERG PWR LVR CAS message 10. Loss of any pneumatic signal to the fuel con-
appears when the lever is not stowed in trol unit causes:
the NORMAL position and engine not A. The engine to shut down
running. B. The engine to drop to idle rpm
C. Only partial engine power is available. C. The engine rpm to increase rapidly
D. Engine response may be slower than when D. A complete stoppage of fuel flow
using the power lever.
CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION.................................................................................................................. 8-1
DESCRIPTION....................................................................................................................... 8-1
COMPONENTS..................................................................................................................... 8-2
Heat Sensor..................................................................................................................... 8-2
CONTROLS AND INDICATIONS........................................................................................ 8-2
Engine Fire CAS Annunciation....................................................................................... 8-2
8 FIRE PROTECTION
Cabin Heat Firewall Shutoff knob................................................................................... 8-2
OPERATION.......................................................................................................................... 8-2
Test Switch...................................................................................................................... 8-2
PORTABLE FIRE EXTINGUISHER.................................................................................... 8-3
LIMITATIONS........................................................................................................................ 8-3
EMERGENCY/ABNORMAL................................................................................................ 8-3
QUESTIONS.......................................................................................................................... 8-4
ILLUSTRATIONS
Figure Title Page
8-1. CABIN HEAT FIREWALL SHUTOFF Knob........................................................ 8-2
8-2. TEST Switch............................................................................................................ 8-2
8-3. 208 Fire Extinguisher.............................................................................................. 8-3
TABLES
Table Title Page
8-1. CAS ANNUNCIATIONS........................................................................................ 8-3
8 FIRE PROTECTION
CHAPTER 8
FIRE PROTECTION
8 FIRE PROTECTION
INTRODUCTION
The Cessna Grand Caravan EX is equipped with an engine fire-detection system as standard
equipment. The detection system includes a heat sensor in the engine compartment, a crew alert
system (CAS) warning annunciation, and a warning chime.
GENERAL
The fire-detection system in the engine compart-
ment is a closed loop system that operates on DC
DESCRIPTION
power. Signals are sent to the CAS annunciation
The engine fire-detection system includes a heat
system and an engine fire warning appears on the
sensor in the engine compartment, an ENGINE
primary flight display (PFD). The aircraft has no
FIRE CAS annunciation , and a warning chime
engine fire-extinguishing system. A handheld fire
above the pilot. The fire-detection system initiates
extinguisher is available on the pilot-side door.
a fire warning when engine compartment tempera-
tures become excessive.
COMPONENTS
HEAT SENSOR
The heat sensor consists of one flexible closed
loop. When the engine compartment temperature
becomes excessively high, the heat changes the
resistance of the closed loop. The change in resis-
tance is sensed by a control box on the aft side of
the firewall. Fire warning is initiated when tempera-
tures in the engine compartment exceed:
INDICATIONS
ENGINE FIRE CAS
ANNUNCIATION
When the closed loop system senses temperature
exceedance, the ENGINE FIRE CAS annunciation
appears and a repeating warning chime sounds.
PORTABLE FIRE
EXTINGUISHER
CAUTION
If smoke or fire is present, immediately
don oxygen masks and smoke goggles,
and set oxygen to 100%. Ensure that
passengers have supplemental oxygen.
8 FIRE PROTECTION
Squeeze the extinguisher handles together to release
the extinguishing agent. Spray the extinguishing
agent using a side-to-side motion while aiming at
the base of the fire. Anytime the extinguisher is
used, even partially, maintenance is required before
further dispatch.
Figure 8-3. 208 Fire Extinguisher
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
MESSAGE DESCRIPTION
ENGINE FIRE Indicates an excessive temperature condition and/or fire has occurred in the
engine compartment.
QUESTIONS
1. The fire-detection test function assures:
A. Firewall is intact
B. Fire detection loop has proper integrity
C. No fire exists in the engine compartment
D. Fire detection system cannot give false
warnings
D. 220°F–330°F
CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION.................................................................................................................. 9-1
DESCRIPTION....................................................................................................................... 9-2
CONTROLS AND INDICATIONS........................................................................................ 9-2
VACUUM LOW FLAG................................................................................................... 9-2
LIMITATIONS........................................................................................................................ 9-3
EMERGENCY/ABNORMAL................................................................................................ 9-3
9 PNEUMATICS
ILLUSTRATIONS
Figure Title Page
9-1. Pneumatic System Schematic.................................................................................. 9-2
9-2. Standby Atitude Indicator........................................................................................ 9-3
9 PNEUMATICS
CHAPTER 9
PNEUMATICS
INTRODUCTION
9 PNEUMATICS
This chapter describes the pneumatic system on the Cessna Grand Caravan EX. The pneumatic
system routes air for the standby attitude indicator.
GENERAL
The pneumatic system uses engine compressor
bleed air for the standby attitude indicator in the
aircraft.
LEGEND
High Pressure Bleed Air
Low Pressure Bleed Air
Regulated Bleed Air
Vacuum
Heat to Cabin
Cabin Return
VACUUM
EJECTOR
PRESSURE REGULATING
VALVE
VACUUM
RELIEF
VALVE FLOW CONTROL
VALVE
MIXING AIR
VALVE
MIXER/
MUFFLER
FIREWALL
SHUTOFF
VALVES
VACUUM AIR
FILTER
9 PNEUMATICS
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
9 PNEUMATICS
CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................ 10-1
COMPONENTS................................................................................................................... 10-4
Protection Panels........................................................................................................... 10-4
Fluid Tank...................................................................................................................... 10-5
Equipment Pack............................................................................................................. 10-5
Propeller Slinger Ring................................................................................................... 10-5
Windshield Spray Bar.................................................................................................... 10-5
Pitot-Static And Stall HEAT system.............................................................................. 10-5
Engine Inertial Separator System.................................................................................. 10-5
Wing Inspection Light................................................................................................... 10-5
Windshield Ice Detector Light...................................................................................... 10-6
Low Airspeed Awareness System.................................................................................. 10-6
CONTROLS AND INDICATIONS...................................................................................... 10-6
PRIMARY Switch......................................................................................................... 10-6
MAX FLOW Switch..................................................................................................... 10-7
BACKUP Switch........................................................................................................... 10-8
PITOT/STATIC HEAT Switch...................................................................................... 10-8
STALL HEAT Switch................................................................................................... 10-8
INERTIAL SEPARATOR CONTROL Handle............................................................. 10-8
10 ICE AND RAIN
PROTECTION
OPERATION........................................................................................................................ 10-9
PRIMARY Switch......................................................................................................... 10-9
MAX FLOW Switch.................................................................................................. 10-10
BACKUP Switch........................................................................................................ 10-10
LIMITATIONS................................................................................................................... 10-11
EMERGENCY/ABNORMAL........................................................................................... 10-11
QUESTIONS..................................................................................................................... 10-12
10 ICE AND RAIN
PROTECTION
ILLUSTRATIONS
Figure Title Page
10-1. Ice Protection Airframe Components.................................................................... 10-2
10-2. Anti-Ice Protection System.................................................................................... 10-3
10-3. Wing Inspection Light........................................................................................... 10-6
10-4. Windshield Ice Detect Light.................................................................................. 10-6
10-5. Circuit Breaker Panels........................................................................................... 10-7
10-6. Anti-Ice Instrument Panel...................................................................................... 10-7
10-7. Fluid Quantity Indication...................................................................................... 10-8
10-8. Fluid Sight Glass................................................................................................... 10-9
TABLES
Table Title Page
10-1. CAS ANNUNCIATIONS................................................................................... 10-11
CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The ice protection system on the Cessna Grand Caravan EX provides fluid-based (TKS fluid)
anti-ice protection to the wing panels, wing struts, and horizontal and vertical stabilizers, and
propeller. The fluid-based system replaces the pneumatic de-ice boots and electrothermal de-ice
components common to earlier aircraft.
GENERAL
The fluid-based ice and rain protection system protection fluid flows backwards over the upper
exudes a filmy ice protection fluid (TKS fluid) from and lower surfaces.
10 ICE AND RAIN
(Figure 10-1). The fluid minimizes ice formation A fluid slinger on the propeller provides ice pro-
on all lifting surfaces, propeller blades, wings, tection for the propeller and generates further ice
wing struts, and horizontal and vertical stabiliz- protection for the fuselage and cargo pod forward
ers. When the system is activated in-flight, the ice surfaces. Two, positive displacement, constant vol-
ume metering pumps supply fluid to the panels and
VENT VENT
PROPORTIONING
UNIT ASM P
FLUID LOW
LEVEL LEVEL
SENDER SWITCH
METERING
TO WING PUMPS
STRUT
SOLENOID CRACKING
VALVE VALVES
WINDSHIELD (CHECK VALVES)
PUMP
LOW PRESSURE
SWITCHES
PROPELLER P
PROPORTIONING
UNIT
WINDSHIELD
SPRAYBAR PROPORTIONING UNIT
P
10-3
conduct a visual and tactile inspection cumulation from a parked aircraft. Use
up to 2 feet behind the protected sur- other deice methods, such as a heated
faces at one location along the wing hangar or approved deicing solutions, to
span as a minimum. Also, make sure remove all frost, ice, snow, or slush ac-
the control surfaces contain no internal cumulation from the wings, struts, tail,
accumulations of ice or debris. If these propeller, windshield, fuel vents, main
requirements are not performed, aircraft landing gear, and cargo pod.
performance will be degraded to a point
where a safe takeoff and climb out may
not be possible. WARNING
Ice accretion outside of a cloud is not
WARNING defined by CFR 25, Appendix C, in the
POH/AFM. Flight in such conditions re-
Prior to flight in known or forecast icing quires immediate exit.
conditions, check that PITOT/STAT-
IC tube(s) and STALL warning heat- Before takeoff, ensure that no internal ice or debris
ers are warm to touch after positioning accumulation exists on the control surfaces, engine
the PITOT/STATIC and STALL HEAT intakes, pitot-static system ports, and fuel vents.
switches to ON for 30 seconds, and then
OFF. Ensure that the pitot covers are re- Ice accumulation on the airframe can reduce the
moved prior to positioning the PITOT/ rate of climb and the service ceiling. Depending
STATIC HEAT switch to ON. on the ice accretions, climbing in order to exit the
icing condition can be impossible. Although unusu-
The known anti-ice protection system provides ade- al ice accretions can result in lower performance
quate in-flight protection during normally encoun- than published in the POH/AFM, the published
tered icing conditions produced by moisture-laden performance is based on flight test data. Observe
clouds. The system does not provide complete pro- the applicable notes in the Performance section of
tection under severe conditions, such as those that the POH/AFM for performance losses associated
exist in areas of freezing rain. Nor does it provide with the INERTIAL SEPARATOR handle posi-
complete protection for continuous operation in tioned to BYPASS and the BLEED AIR HEAT
widespread areas of icing conditions. switch positioned to ON. For more information,
refer to the POH/AFM.
During operation under any conditions, exercise
good judgment and be prepared to alter the flight
if conditions exceed the capacity of the ice protec-
tion equipment or if any component of this equip-
COMPONENTS
ment fails.
The aircraft ice protection components include the
ice protection system, a pitot-static-static and stall
NOTE warning system, and an engine inertial separator
Upon encountering any icing condition, system. The ice protection system includes the fol-
exit the condition immediately before lowing components.
aircraft performance degrades. Ice ac-
cretion can cause degraded performance
and can make a climb unachievable. PROTECTION PANELS
10 ICE AND RAIN
The panel skin is perforated with laser-drilled holes propeller ice protection fluid runs back toward the
(0.0025 inches or 0.0636 mm) in diameter, 800 per fuselage during flight, providing further ice protec-
square inch). The porous panels provide even fluid tion to the fuselage, cargo pod forward surfaces,
coverage from best rate-of-climb speed to VMO. and gear strut.
The light is protected by the WING ICE DET flashing. The switchlight remains illuminated solid
LIGHT circuit breaker on the CB panel. white as long as the airspeed is below 97.5 ± 2
knots.
WINDSHIELD ICE DETECTOR
Aircraft equipped with a Garmin GFC-700 auto-
LIGHT pilot, the autopilot automatically disengages when
A red windshield ice detector light is on the lower the flashing amber and white switchlight is activat-
inboard portion of the pilot windshield (Figure ed. In non-equipped aircraft, The autopilot must be
10-4). If the windshield is clear of ice, distinct red turned off manually at the first sign of LLA activa-
circles are present above the light. If the windshield tion until airspeed is under control.
is contaminated, the red circles become more dif-
fused and the area of red light increases.
CONTROLS AND
LOW AIRSPEED AWARENESS INDICATIONS
SYSTEM
The ice and rain protection system is powered by
In TKS equipped aircraft, the low airspeed aware- 28 VDC from Bus 1 and Bus 2 of the electrical
ness (LAA) system is designed to warn the pilot system (Figure 10-5). Three switches on the ANTI-
when airspeed falls below 97.5 ± 2 knots while ICE control panel are used to control the system
operating in icing conditions. (Figure 10-6).
When the PITOT/STATIC HEAT switch is turned
ON prior to takeoff, the BELOW ICING MIN PRIMARY SWITCH
SPD switchlight illuminates white indicating that
the airspeed is below the threshold of 97.5 ± 2 The HIGH position arms the low pressure, high
knots. Once the airspeed exceeds the threshold, pressure, and low level sensors for active opera-
the switchlight extinguishes. If the airspeed falls tion, and runs pump No. 1 continuously.
back below the threshold, the switchlight alter-
nates between amber and white and the stall warn- The NORM position also arms the low pressure,
10 ICE AND RAIN
ing horn sounds intermittently until the airspeed is high pressure, and low level sensors for active oper-
PROTECTION
increased above the threshold. ation, but cycles both pumps on for 20 seconds,
and then off for 100 seconds. The NORM position
Pressing the flashing switchlight silences the stall represents the lowest fluid flow rate of the system.
warning horn and causes the switchlight to stop
The OFF position terminates the selected operation.
visible moisture such as clouds, rain, snow, the BACKUP switch is position to ON, the time
PROTECTION
1. Ensure that the aircraft wings are in a level atti- Figure 10-8. Fluid Sight Glass
tude. If the aircraft rests on a slope, the nose
must be aligned up or down with the slope. °° NORM
2. Ensure that the bottom of the fluid ball inside °° OFF
the sight gauge is above the minimum dispatch
line. • MAX FLOW switch
CAUTION °° AIRFRAME
°° WINDSHIELD
Minimum dispatch quantity in the fluid
• BACKUP switch
tank is 11.7 gallons. Use the sight gauge
to verify that the fluid tank contains at °° ON
least this quantity prior to takeoff or
flight into icing conditions. °° OFF
PRIMARY SWITCH
OPERATION HIGH Position
The HIGH position (up) arms the low pressure,
10 ICE AND RAIN
The fluid control system has the following high pressure, and low level sensors for active
PROTECTION
To use the high operation, position the PRIMARY If low pressure is indicated, position the PRIMA-
switch to HIGH (up). To terminate pump operation, RY switch to OFF, and then position the BACKUP
position the PRIMARY switch to OFF. switch to ON.
°° HIGH—1 hour, 20 minutes To use the backup operation, position the back-
• MAX FLOW switch up switch to ON (up). Note that the windshield
pump operates independently of the PRIMARY
°° AIRFRAME—40 minutes and MAX FLOW switches.
10 ICE AND RAIN
PROTECTION
• BACKUP switch
°° ON—1 hour, 20 minutes
LIMITATIONS
For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
MESSAGE DESCRIPTION
A-ICE PRESS LOW Indicates system pressure on either side is too low for normal system operation
and potential substandard ice protection.
A-ICE FLUID LO Indicates a low fluid level condition exists (approx. two U.S. gallons remain)
and that at least 20 minutes of ice protection fluid endurance remains when the
system is operated in NORM mode.
A-ICE PRESS HI Indicates the system fluid filters should be replaced.
L-R P/S HEAT Indicates both pitot/static vane heater systems (left and right) have malfunctioned
or both the LEFT and RIGHT PITOT HEAT circuit breakers are pulled.
L P/S HEAT Indicates the left side pitot/static vane heater system has malfunctioned or the
LEFT PITOT HEAT circuit breaker is pulled.
R P/S HEAT Indicates that the right side pitot/static vane heater system has malfunctioned or
the RIGHT PITOT HEAT circuit breaker is pulled.
STALL HEAT Indicates the stall warning heater system has malfunctioned or the STALL WARN
circuit breaker is pulled in conditions below 19°C (66°F) or above 52°C (125°F).
10 ICE AND RAIN
PROTECTION
QUESTIONS
1. The in-flight ice protection equipment 6. When the anti-ice fluid control switch operates
provides: in MAX FLOW AIRFRAME, a red readout on
A. Unlimited ability to operate in icing the MFD indicates:
conditions A. 10 minutes or less of fluid remain
B. Ice protection through use of bleed air B. 5 minutes or less of fluid remain
C. Adequate ice protection during normal C. 2.5 minutes or less of fluid remain
icing conditions D. 1 minute or less of fluid remains
D. The ability to de-ice the aircraft on the
ramp 7. The maximum endurance level with a fully
serviced anti-ice fluid tank in NORMAL is:
2. The anti-ice fluid tank has a capacity of: A. 5 hours
A. 15 gallons B. 3 hours 25 minutes
B. 20.8 gallons C. 2 hours
C. 11.7 gallons D. 1.5 hours
D. 9.3 gallons
8. The maximum endurance level with a fully
3. The standby electrical power system is required serviced anti-ice fluid tank in MAX FLOW
to be installed and functional for: AIRFRAME is:
A. IMC conditions A. 1 hour
B. Night operations B. 40 minutes
C. Commercial operations C. 30 minutes
D. Icing conditions D. 15 minutes
4. The minimum de-ice fluid level for dis-patch 9. The ice detector light is used:
into forecast icing conditions is: A. Momentarily to detect ice accumulations
A. 20 gallons at night
B. 15 gallons B. At all times during flight in icing conditions
C. 11.7 gallons C. Only when visible moisture is present
D. 9.3 gallons D. Also as a courtesy light on the ground
10 ICE AND RAIN
PROTECTION
CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................ 11-1
AIR CONDITIONING SYSTEM......................................................................................... 11-2
Description.................................................................................................................... 11-2
Components................................................................................................................... 11-2
Controls and Indications................................................................................................ 11-2
Air Conditioning Switch............................................................................................... 11-2
Operation....................................................................................................................... 11-3
CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM............................... 11-4
Description.................................................................................................................... 11-4
Components................................................................................................................... 11-4
Controls and Indications................................................................................................ 11-4
LIMITATIONS...................................................................................................................... 11-8
EMERGENCY/ABNORMAL.............................................................................................. 11-8
QUESTIONS........................................................................................................................ 11-9
ILLUSTRATIONS
Figure Title Page
11-1. Air Conditioning Controls..................................................................................... 11-2
11-2. Air Conditioning Schematic.................................................................................. 11-5
11-3. CABIN HEAT FIREWALL SHUTOFF Knob...................................................... 11-7
11-4. VENT AIR Control Knobs.................................................................................... 11-7
11-5. Instrument Panel Vent Knobs................................................................................ 11-7
CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Cessna Grand Caravan EX has an air conditioning system, heating system, and ventilation
system that provide comfortable cabin temperatures during hot and cold weather operation on the
ground and in-flight. A windshield defrost system is provided. Controls for the system are in the
cockpit.
GENERAL
The aircraft has a vapor cycle air conditioning sys- The cabin airflow temperature and volume is reg-
tem. Evaporator units direct cooled air to a series of ulated by the heating, ventilating, and defrosting
overhead outlets in the cabin headliner. Controls for system. The heating system routes hot compressor
the air conditioning system vary the temperature bleed air from the engine and mixes the air with
and flow of the cooled air. The system is protected cabin return air to achieve the correct air tempera-
by circuit breakers on the left sidewall CB panel. ture before routing the air to the cabin air distribu-
tion system.
LEGEND
Liquid Refrigerant
Vapor Refrigerant
Cold Air
EVAPORATOR Outside Air
WEMAC
FOR TRAINING PURPOSES ONLY
AFT EVAPORATOR
CONDENSER
CABIN VENTS
COMPRESSOR
EVAPORATOR
11 AIR CONDITIONING
11 AIR CONDITIONING
QUESTIONS
1. The minimum Ng when operating the air con-
ditioning on the ground is:
A. 70%
B. 65%
C. 56%
D. 55%
CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION
The material normally covered in this chapter is
not applicable to this airplane.
CHAPTER 13
HYDRAULIC POWER SYSTEM
13 HYDRAULIC POWER
SYSTEM
The material normally covered in this chapter is
not applicable to this airplane.
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................ 14-1
LANDING GEAR SYSTEM................................................................................................ 14-2
Description.................................................................................................................... 14-2
Components................................................................................................................... 14-2
Operation....................................................................................................................... 14-2
Limitations.................................................................................................................... 14-2
Emergency/Abnormal................................................................................................... 14-3
BRAKE SYSTEM................................................................................................................ 14-3
Description.................................................................................................................... 14-3
Components................................................................................................................... 14-3
Operation....................................................................................................................... 14-4
LIMITATIONS...................................................................................................................... 14-4
14 LANDING GEAR
EMERGENCY/ABNORMAL.............................................................................................. 14-4
AND BRAKES
QUESTIONS........................................................................................................................ 14-5
ILLUSTRATIONS
Figure Title Page
14-1. Landing Gear System............................................................................................ 14-2
14-2. Nose Gear Frangible Stop...................................................................................... 14-3
14-3. Brake Side.............................................................................................................. 14-3
14-4. Brake Fluid Reservoir............................................................................................ 14-3
14-5. Parking Brake........................................................................................................ 14-4
14 LANDING GEAR
AND BRAKES
CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
14 LANDING GEAR
This chapter describes the landing gear and brake system on the Cessna Grand Caravan EX.
AND BRAKES
Information is provided on the main and nose gear, shock absorption, and brakes.
GENERAL
The tricycle type landing gear on the Cessna The aircraft has a single disc brake on the main
Grand Caravan EX consists of a steerable nose- landing gear wheels. The nosewheel has no brake.
wheel and two main wheels. Shock absorption is
provided by tubular, spring-steel main landing gear
struts, and a nose gear oil-filled shock strut.
LANDING GEAR SYSTEM to the nose gear and rudder bars, turns the nose-
wheel through an arc of approximately 15° each
side of center. By applying differential braking the
DESCRIPTION degree of turn can be increased up to 51.5° each
side of center.
The landing gear is a fixed-gear tricycle type gear
with a steerable nosewheel and two main wheels.
LIMITATIONS
COMPONENTS The nose gear must not be turned more than 51.5°
either side of center during towing. The towing
Shock Absorption limits are indicated by red stripes on each side of
the nose gear faring. Exceeding this limit can dam-
Main gear shock absorption is provided by a tubu- age the gear. The nose gear has a frangible stop,
lar, main gear spring with a center main gear tube which breaks off if the limits are exceeded dur-
connecting the two outer main gear legs at the gear ing towing. The stop is attached by a small cable,
attach trunnions. The nose gear has an oil snubber which retains the stop as an indication of possible
shock strut and a tubular spring-type drag link. nose gear damage.
RIGHT MAIN
GEAR SPRING
RIGHT MAIN
ATTACH TRUNNION
RIGHT MAIN WHEEL
SHOCK STRUT
FORWARD
SUPPORT
NOSEWHEEL
BRAKE SYSTEM
DESCRIPTION
The aircraft has a single-disc, hydraulically actu-
ated brake on each main landing gear wheel. Each
brake is connected by a hydraulic line, to a master
cylinder attached to each of the pilot rudder ped-
als (Figure 14-3).
EMERGENCY/ABNORMAL
Landing With A Flat Main Tire
Fly the aircraft as desired to lighten the fuel load.
Position the FUEL SELECT switch to the OFF
position on the opposite side of the flat tire. This
lightens the load on the side of the flat tire. Figure 14-3. Brake Side
CAUTION COMPONENTS
Maximum fuel imbalance is 200 pounds. A brake fluid reservoir just forward of the firewall
on the left side of the engine compartment provides
Approach the airport with flaps at the FULL posi- additional brake fluid for the brake master cylinders
tion. Touchdown on the inflated tire first. Hold the (Figure 14-4). Check the fluid in the reservoir for
aircraft off the flat tire as long as possible with aile- proper level prior to each flight. Refill the reservoir
14 LANDING GEAR
ron control. Maintain directional control using the with MIL-H-5606 hydraulic fluid.
AND BRAKES
brake on the wheel with the inflated tire as required.
OPERATION LIMITATIONS
The brakes are operated by applying pressure to the
top of either the left (pilot) or right (front passen- For specific information on limitations, refer to the
ger) set of rudder pedals, which are interconnected. FAA-approved (AFM).
QUESTIONS
1. If the nose gear is turned past the maximum
placarded travel limit:
A. The frangible stop will be sheared off.
B. The entire nose gear must be replaced.
C. No damage has been done.
D. The aircraft must not be moved.
14 LANDING GEAR
AND BRAKES
CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Description.................................................................................................................... 15-2
Components................................................................................................................... 15-2
Controls......................................................................................................................... 15-2
SECONDARY FLIGHT CONTROLS.................................................................................. 15-2
Wing Spoiler.................................................................................................................. 15-2
Trim Systems................................................................................................................. 15-2
Control Locks................................................................................................................ 15-4
Stall Warning System.................................................................................................... 15-5
Wing Flap System......................................................................................................... 15-5
STANDBY FLAP SYSTEM................................................................................................ 15-6
LIMITATIONS...................................................................................................................... 15-6
EMERGENCY/ABNORMAL.............................................................................................. 15-6
QUESTIONS........................................................................................................................ 15-7
15 FLIGHT CONTROLS
ILLUSTRATIONS
Figure Title Page
15-1. Wing Spoiler.......................................................................................................... 15-2
15-2. Aileron Servo Tab.................................................................................................. 15-3
15-3. Aileron Trim Tab.................................................................................................... 15-3
15-4. Aileron Trim.......................................................................................................... 15-3
15-5. ELEVATOR TRIM Wheel..................................................................................... 15-4
15-6. Control Wheel Lock.............................................................................................. 15-4
15-7. Rudder Lock.......................................................................................................... 15-4
15-8. Stall Warning Vane................................................................................................ 15-5
15-9. Wing Flap.............................................................................................................. 15-5
15-10. Overhead Panel...................................................................................................... 15-6
15 FLIGHT CONTROLS
CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls on the Cessna Grand Caravan EX. The aircraft is
equipped with fixed and movable surfaces that provide stability and control during flight. The pri-
mary flight controls are ailerons, rudder, and elevators. Secondary flight controls include spoilers,
trim devices, and flaps. Information on the stall warning system and control locks is also provided.
GENERAL
The flight control system on the aircraft includes
conventional aileron, elevator, and rudder control
15 FLIGHT CONTROLS
Rudder
The rudder, hinged to the trailing edge of the ver-
tical stabilizer, provides directional control about
the vertical axis (yaw).
Elevator
The elevators on the trailing edge of the horizon- Figure 15-1. Wing Spoiler
tal stabilizer provide longitudinal control about the
lateral axis (pitch).
The spoilers are interconnected with the aileron
system through a pushrod, to an arm of the aile-
CONTROLS ron bellcrank. While the movement of the spoilers
begins simultaneously with the upward travel of
Control Yoke and Column the aileron, movement of the spoilers for the first
The pilot and copilot (front passenger) have con- 5° of aileron travel is negligible.
ventional control yokes and columns. Control
inputs are transmitted to the ailerons and elevators Once the aileron is deflected upward past 5°, the
through cables and bellcranks. spoiler deflection rate is proportional to the aile-
ron until they reach the full-up position. When
the aileron is deflected downward, the spoiler is
Rudder Pedals completely retracted. Aileron servo tabs provide
Rudder pedals are provided for the pilot and copi- reduced maneuvering control wheel forces.
lot (front passenger). Control inputs transmit to the
15 FLIGHT CONTROLS
CONTROL LOCKS
A control lock is provided to lock the aileron and
elevator control surfaces. Locking the control
surfaces prevents wind buffeting damage to these
systems while the aircraft is parked.
Operation
To install the control lock, align the hole in the right
side of the pilot control wheel shaft with the hole
in the right side of the shaft collar on the instru-
ment panel, and insert the rod into the aligned holes
CAUTION Emergency/Abnormal
Remove or unlock the control lock and The stall warning system is protected by a STALL
other types of locking devices prior to WARN circuit breaker, which can be pulled to shut
starting or towing the aircraft engine. off the warning horn in the event the vane sticks in
the ON position.
The vane and sensor unit in the wing leading edge The following applies to later SNs and earlier air-
is equipped with a heating element. The heated craft modified with the applicable service kit. To
part of the system is operated by the STALL HEAT preclude or disable nuisance stall warnings during
switch on the ANTI-ICE switch panel and is pro- ground operations, push the control yoke forward
tected by the STALL WARN circuit breaker on to the stop. This engages the ground stall warning
the CB panel. disable switch.
Operation Operation
Check the stall warning system during the preflight The wing flaps are extended or retracted by posi-
15 FLIGHT CONTROLS
inspection by momentarily turning the BATTERY tioning the wing flaps selector lever on the control
switch ON and actuating the vane in the wing. The pedestal to the desired flap deflection position.
system is operational if the warning horn sounds The selector lever is moved up or down in a slot-
as the vane is pushed upward. ted panel that provides mechanical stops at the TO/
APR and LAND positions. A white-tipped pointer
on the left side of the lever indicates flap position.
NOTE
STANDBY FLAP SYSTEM On 675 SHP Caravans there is NO dy-
namic braking, as well.
A standby system can operate the flaps if the pri-
mary system malfunctions. The standby system
includes:
LIMITATIONS
• Standby motor
For specific information on limitations, refer to the
• Guarded and safety-tied (with breakable FAA-approved (AFM).
copper wire) STBY FLAP MOTOR switches
°° NORMAL–STBY positions
°° UP–DOWN positions EMERGENCY/
Controls and Indications
ABNORMAL
The guarded STBY FLAP MOTOR switch has For specific information on Emergency/Abnormal
NORM and STBY positions. The guarded NORM procedures, refer to the FAA-approved AFM.
position permits operation of the flap using the
selector on the control pedestal. The STBY position
disables the primary flap motor. The other STBY
FLAP MOTOR switch has UP, OFF, and DOWN
positions.
Operation
15 FLIGHT CONTROLS
QUESTIONS
1. The wing spoilers:
A. Are used as speed reduction devices
B. Improve lateral control of the aircraft at
low speeds
C. Increase the effectiveness of the flaps.
D. Balance control forces in the aileron
system
15 FLIGHT CONTROLS
16 AVIONICS
CHAPTER 16
AVIONICS
CONTENTS
INTRODUCTION................................................................................................................ 16-1
OPERATION........................................................................................................................ 16-5
PFD/MFD Controls....................................................................................................... 16-5
Automatic Flight Control System Controls................................................................... 16-5
Audio Panel Controls.................................................................................................... 16-6
Power Up....................................................................................................................... 16-6
PFD Display.................................................................................................................. 16-9
MFD Display.............................................................................................................. 16-18
AUTOMATIC FLIGHT CONTROL SYSTEM................................................................. 16-27
Flight Director............................................................................................................ 16-29
Autopilot and Yaw Damper Operation....................................................................... 16-31
HAZARD AVOIDANCE................................................................................................... 16-32
XM Satellite Weather®.............................................................................................. 16-32
Maximum Permissible Exposure Level...................................................................... 16-33
Terrain Awareness and Warning System.................................................................... 16-34
Traffic Advisory System............................................................................................. 16-34
Stuck Microphone...................................................................................................... 16-36
COM Tuning Failure................................................................................................... 16-36
PFD Failure................................................................................................................ 16-36
Audio Panel Failure.................................................................................................... 16-36
Reversionary Mode.................................................................................................... 16-37
LIMITATIONS................................................................................................................... 16-37
EMERGENCY/ABNORMAL........................................................................................... 16-37
QUESTIONS..................................................................................................................... 16-38
16 AVIONICS
ILLUSTRATIONS
Figure Title Page
16-1. EX Integrated Avionics System............................................................................. 16-2
16-2. Garmin G1000 Integrated Avionics Architecture - SNs 208-0523 and earlier and
208B-2225 and earlier....................................................................................................... 16-3
16-3. Garmin G1000 Integrated Avionics Architecture - SNs 208-0524 and on and 208B-
2226 and on....................................................................................................................... 16-4
16-4. PFD/MFD Controls............................................................................................... 16-5
16-5. Mode Controller (GMC 710)................................................................................ 16-7
16-6. Audio Panel Controls (GMA 1347)....................................................................... 16-8
16-7. PFD Initialization.................................................................................................. 16-9
16-8. MFD Power Up Page............................................................................................. 16-9
16-9. Primary Flight Display (Default)........................................................................ 16-10
16-10. Additional PFD Information............................................................................... 16-10
16-11. Airspeed Indicator and Pointer at VMO................................................................................. 16-11
16-12. Attitude Indicator................................................................................................ 16-11
16-13. Slip/Skid Indicator.............................................................................................. 16-11
16-14. Vertical Speed and Deviation Indicators (VSI and VDI).................................... 16-12
16-15. Glidepath Indicator............................................................................................. 16-12
16-16. Horizontal Situation Indicator (HSI).................................................................. 16-13
16-17. Course Deviation Indicator ................................................................................ 16-13
16-18. Navigation Sources............................................................................................. 16-13
16-19. Omni-Bearing Selector (OBS) Mode................................................................. 16-14
16-20. Suspending Automatic Waypoint Sequencing.................................................... 16-15
16-21. Course Deviation Indicator................................................................................. 16-15
16-22. Marker Beacon Annunciations........................................................................... 16-16
16 AVIONICS
16-49. Volume/Squelch Control..................................................................................... 16-27
16-50. GFC 700 Mode Control Unit.............................................................................. 16-27
16-51. Additional AFCS Controls.................................................................................. 16-28
16-52. PFD AFCS Display............................................................................................. 16-29
16-53. Manual Autopilot Disengagement...................................................................... 16-32
16-54. Yaw Damper Disengagement.............................................................................. 16-32
16-55. Automatic Autopilot and Yaw Damper Disengagement..................................... 16-32
16-56. Weather Data Link Page..................................................................................... 16-33
16-57. MPEL Boundary................................................................................................. 16-34
16-58. Traffic Map Page................................................................................................. 16-36
16-59. Stuck Microphone Alert...................................................................................... 16-36
16-60. COM Tuning Failure........................................................................................... 16-36
16-61. Frequency Section of PFD2 Display After PFD1 Failure................................... 16-36
16-62. PFD1 Dispaly After PFD2 Failure...................................................................... 16-37
16-63. Display Backup Button....................................................................................... 16-37
16 AVIONICS
TABLES
Table Title Page
16-1. PFD/MFD CONTROLS........................................................................................ 16-6
16-2. AFCS MODES...................................................................................................... 16-7
16-3. AUDIO PANEL CONTROLS............................................................................... 16-8
16-4. AUTOMATIC GPS CDI SCALING................................................................... 16-14
16-5. EIS INDICATIONS AND DESCRIPTION....................................................... 16-20
16-6. AUTOMATIC GPS CDI SCALING................................................................... 16-24
16-7. ICS ISOLATION MODES................................................................................. 16-26
16-8. AFCS MODES................................................................................................... 16-29
16-9. FLIGHT DIRECTOR VERTICAL MODES...................................................... 16-30
16-10. FLIGHT DIRECTOR LATERAL MODES....................................................... 16-31
16-11. Precipitation Intensity Levels............................................................................. 16-33
16-12. TAWS OBSTACLE COLORS AND SYMBOLOGY........................................ 16-34
16-13. TAWS ALERTS SUMMARY............................................................................. 16-35
16-14. CAS ANNUNCIATIONS................................................................................... 16-37
16 AVIONICS
CHAPTER 16
AVIONICS
INTRODUCTION
This chapter is an overview of the integrated avionics systems on the Cessna Grand Caravan EX.
GENERAL
The integrated avionics system presents flight The system uses G1000® line replaceable units
instrumentation, position, navigation, communi- (LRUs) for the major subsystems and supporting
cation, hazard, and identification information to equipment. The system is regulated and coordi-
the pilot through large format displays (Figure nated by central processing computers in the two
16-1). The system includes a weather radar, terrain Garmin® integrated avionics units (GIAs), which
avoidance and warning system (TAWS) informa- contain essential navigation and communications
tion, flight information, and traffic advisory sys- avionics equipment (Figure 16-2 and 16-3).
tem (TAS).
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT
HDG 328° CRS 331° KSBA PUSH HDG 328° CRS 331°
9700 – +
O
F KWJP PAN 9700
33 N
29.92IN F V107 V137 33 N
29.92IN – +
30 FLIGHT PLAN
V25
V186
V22
KPMD D MENU 30
V27
KLGB / KFAT FFLOW PPH 379 V12
W
W
3
3
V201
GPS ENR DTK DIS
PUSH KCMA KVCV FPL PROC GPS ENR PUSH
PAN BAT AMPS 4 KNTD V386 PAN
GMN – – –° – – – –NM XWHP
V107
28.5
24
24
BUS VOLTS
6
6
21
21
DFLT MAP
E
FRAME 324° 73.2NM TRAFFIC TOPO TERRAIN AIRWY LO STRMSCP NEXRAD XM LTNG BACK
E
GWX 68
ONBOARD
GDC 74A #1 RADAR GDC 74A #2
AIR DATA AIR DATA
NO. 1 GIA 63W COMPUTER COMPUTER NO. 2 GIA 63W
INTEGRATED AVIONICS UNIT OAT OAT INTEGRATED AVIONICS UNIT
AIRSPEED AIRSPEED
SYSTEM INTEGRATION PROCESSORS ALTITUDE ALTITUDE SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS VERTICAL SPEED VERTICAL SPEED I/O PROCESSORS
VHF COM VHF COM
VHF NAV/LOC VHF NAV/LOC
GPS GPS
GLIDE SLOPE GRS 77 #1 GRS 77 #2 GLIDE SLOPE
AFCS MODE LOGIC AHRS AHRS AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS ATTITUDE ATTITUDE FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT RATE OF TURN RATE OF TURN SERVO MANAGEMENT
GPS OUTPUT SLIP/SLID SLIP/SLID GPS OUTPUT
GEA 71
ENGINE/AIRFRAME
UNIT
GMU 44 #1 GMU 44 #2
MAGNETOMETER MAGNETOMETER
GTX 33 HEADING HEADING GTX 33
TRANSPONDER TRANSPONDER
Figure 16-2. Garmin G1000 Integrated Avionics Architecture - SNs 208-0523 and earlier and 208B-2225 and earlier.
16 AVIONICS
16 AVIONICS
16-4
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT
HDG 328° CRS 331° KSBA PUSH HDG 328° CRS 331°
9700 – +
O
F KWJP PAN 9700
33 N
29.92IN F V107 V137 33 N
29.92IN – +
30 FLIGHT PLAN
V25
V186
V22
KPMD D MENU 30
V27
KLGB / KFAT FFLOW PPH 379 V12
W
W
3
3
V201
GPS ENR DTK DIS
PUSH KCMA KVCV FPL PROC GPS ENR PUSH
PAN BAT AMPS 4 KNTD V386 PAN
GMN – – –° – – – –NM XWHP
V107
28.5
24
24
BUS VOLTS
6
6
21
21
DFLT MAP
E
FRAME 324° 73.2NM TRAFFIC TOPO TERRAIN AIRWY LO STRMSCP NEXRAD XM LTNG BACK
E
GWX 68
ONBOARD
GDC 74A #1 RADAR GDC 74A #2
AIR DATA AIR DATA
NO. 1 GIA 63W COMPUTER COMPUTER NO. 2 GIA 63W
INTEGRATED AVIONICS UNIT OAT OAT INTEGRATED AVIONICS UNIT
AIRSPEED AIRSPEED
SYSTEM INTEGRATION PROCESSORS ALTITUDE ALTITUDE SYSTEM INTEGRATION PROCESSORS
I/O PROCESSORS VERTICAL SPEED VERTICAL SPEED I/O PROCESSORS
VHF COM VHF COM
VHF NAV/LOC VHF NAV/LOC
GPS GPS
GLIDE SLOPE GRS 77 #1 GRS 77 #2 GLIDE SLOPE
AFCS MODE LOGIC AHRS AHRS AFCS MODE LOGIC
FLIGHT DIRECTOR CALCULATIONS ATTITUDE ATTITUDE FLIGHT DIRECTOR CALCULATIONS
SERVO MANAGEMENT RATE OF TURN RATE OF TURN SERVO MANAGEMENT
GPS OUTPUT SLIP/SLID SLIP/SLID GPS OUTPUT
GEA 71
ENGINE/AIRFRAME
UNIT
GMU 44 #1 GMU 44 #2
MAGNETOMETER MAGNETOMETER
GTX 33 HEADING HEADING GTX 33
TRANSPONDER TRANSPONDER
Figure 16-3. Garmin G1000 Integrated Avionics Architecture - SNs 208-0524 and on and 208B-2226 and on.
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
16 AVIONICS
COM FREQUENCY TRANSFER KEY
COM VOL/SQ
NAV VOL/ID KNOB NAV FREQUENCY TRANSFER KEY DUAL COM KNOB KNOB
PFD/MFD CONTROLS
Additional AFCS Controls
The PFD/MFD controls are illustrated in Figure
The AP DISC (autopilot disconnect) switch, CWS
16-4 and described in Table 16-1.
(control wheel steering) button, GO AROUND
switch, and MEPT (manual electric pitch trim)
The bottom of each display includes softkeys.
switch are additional AFCS controls in the cock-
Which softkeys are displayed depends on the
pit and are separate from the mode controller.
selected softkey level or the page being displayed.
These controls are discussed in detail in the AFCS
section.
CONTROL FUNCTION
NAV VOL/ID Controls NAV audio volume level. Press to toggle the Morse code indentifier audio ON and OFF. Volume level is shown
knob in the NAV frequency field as a percentage.
NAV frequency Toggles the standby and active NAV frequencies transfer key
Dual NAV knob Tunes the standby frequencies for the NAV receiver (large for MHz; small knob for kHz). Press to switch the tuning box
(cyan box) between NAV1 and NAV2.
Joystick Changes the map range when rotated. Activates the map pointer when pressed.
BARO knob Sets the altimeter barometric pressure. Press to enter standard pressure (29.92).
Dual COM knob Tunes the standby frequencies for the COM transceiver (large knob for MHz; small knob for kHz). Press to switch the
tuning box (cyan box) between COM1 and COM2.
COM frequency Toggles the standby and active COM frequencies. Press and hold this key for 2 seconds to tune the emergency fre-
transfer key quency (121.5 MHz) automatically into the active frequency field.
COM VOL/SQ Controls COM audio volume level. Volume level is shown in the COM frequency field as a percentage. Press to turn
knob the COM automatic squelch ON and OFF.
Direct-to key Allows the user to enter a destination waypoint and establish a direct course to the selected destination (the destination
is either specified by the identifier, chosen from the active route, or taken from the map pointer position).
FPL key Displays the active flightplan page for creating and editing the active flightplan.
Dual FMS knob Flight management system (FMS) knob. Press the FMS knob to turn the selection cursor ON and OFF. When the cur-
sor in ON, data can be entered in the applicable window by rotating the small large knobs. The large knob moves the
cursor on the page, while the small knob selects individual characters for the highlighted cursor location.
MENU key Displays a context-sensitive list of options. This list allows the user to access additional features or make setting
changes that relate to particular pages
PROC key Give access to IFR departure procedures (DPs), arrival procedures (STARs), and approach procedures (IAPs) for a flight-
plan. If a flightplan is used, available procedures for the departure and/or arrival airport are automatically suggested.
These procedures can then be loaded into the active flightplan. If a flightplan is not used, both the desired airport and
the desired procedure can be selected.
16 AVIONICS
Table 16-2. AFCS MODES
CONTROL FUNCTION
FD key Activates/deactivates the FD in the default pitch and roll modes. If the autopilot is engaged, the FD key is disabled.
XFR key Switches the autopilot between the pilot and the copilot FDs. This selection also selects which air data computer (ADC)
is communicating with the active transponder and which PFD triggers the altitude alert. Upon power-up, the pilot-side
FD is selected.
CRS2 knob Sets the copilot-selected course on the horizontal situation indicator (HSI) or PFD2 when the VOR1, VOR2, or OBS/
SUSP mode is selected. Pressing knob centers the course deviation indicator (CDI) on the currently selected VOR. The
copilot-selected course provides course reference to the copilot FD when operating in navigation and approach modes.
SPD key Disabled on Caravan. If pressed, “SPD NOT AVAIL” is annunciated on the PFD.
NOSE UP/DN Controls the active mode reference for the pitch, vertical speed, and flight level change modes.
wheel
ALT SEL knob Sets the selected altitude in the selected altitude box. In addition to providing the standard G1000 altitude alerter func-
tion, selected altitude provides an altitude setting for the altitude capture/hold mode of the AFCS.
CRS1 knob Sets the pilot-selected course on the HSI of PFD1 when the VOR1, VOR2, or OBS/SUSP mode is selected. Pressing
this knob centers the CDI on the currently selected VOR. The pilot-selected course provides course reference to the
pilot-side FD when operating in navigation and approach modes.
HDG knob Sets the selected heading on the HSI. When operating in heading select mode, this knob provides the heading refer-
ence to the FD.
CONTROL FUNCTION
COM1 MIC Selects the No. 1 transmitter for transmitting. COM1 is simultaneously selected when
this key is pressed allowing received audio from the No. 1 COM receiver to be heard.
COM2 receiver audio can be added by pressing the COM2 key.
COM1 When selected, audio from the No. 1 COM receiver can be heard.
COM2 MIC Selects the No. 2 transmitter for transmitting. COM2 is simultaneously selected when
this key is pressed allowing received audio from the No. 2 COM receiver to be heard.
COM2 can be deselected by pressing the COM2 key, or COM1 can be added by press-
ing the COM1 key.
COM2 When selected, audio from the No. 2 COM receiver can be heard.
TEL Pressing this key selects and deselects the airborne telephone.
PA Selects passenger address system. The selected COM transmitter is deselected when
the PA key is pressed.
SPKR Pressing this key selects and deselects the corresponding cockpit speaker. COM and
NAV receiver audio can be heard on the speaker.
MKR/MUTE Mutes the currently received marker beacon receiver audio. Unmutes when new marker
beacon audio is received. Also, stops play of the clearance recorder.
HI SENS Press to increase marker beacon receiver sensitivity. Press again to return to normal.
NAV1 When selected, audio from the No. 1 NAV receiver can be heard.
ADF Pressing turns on or off the audio from the automatic direction finder (ADF) receiver.
NAV2 When selected, audio from the No. 2 NAV receiver can be heard.
COPLT Pressing selects the copilot intercom isolation. Press again to deselect copilot isolation.
PILOT knob Press to switch between volume and squelch control is indicated by the VOL or SQ
being illuminated. Turn to adjust intercom volume or squelch. The MAN SQ key must
be selected to allow squelch adjustment.
PASS knob Turn to adjust copilot/passenger intercom volume or squelch. The MAN SQ key must
be selected to allow squelch adjustment.
16 AVIONICS
Figure 16-7. PFD Initialization Figure 16-8. MFD Power Up Page
When the MFD powers up the MFD power-up page information, while the left portion of the MFD is
displays the following information (Figure 16-8): dedicated to the engine indication system (EIS).
• System version
PFD DISPLAY
• Copyright
Increased situational awareness replaces the tra-
• Land database name and version ditional instruments on the panel with two easy to
• Obstacle database name and version scan PFDs that feature (Figure 16-9):
• Terrain database name and version • Large horizons
• Aviation database name, version, and effec- • Airspeed
tive date
• Attitude
• ChartView™ database information
• Altitude
• SafeTaxi™ database information
• Vertical speed
Current database information includes the valid
operating dates, cycle number, and database type. • Course deviation information
When this information has been reviewed for cur- Each PFD also displays navigation, communica-
rency (to ensure that no databases have expired), tion, terrain, traffic, and weather information (
the pilot is prompted to continue. Figure 16-10).
Pressing the ENT key acknowledges this informa-
tion and displays the navigation map page (MAP). Airspeed Indicator
The airspeed indicator displays airspeed on a roll-
In normal mode, the PFD presents graphical flight ing number gauge using a moving tape (Figure
instrumentation (attitude, heading, airspeed, alti- 16-11). The true airspeed (TAS) is displayed in
tude, and vertical speed), thereby replacing the knots below the airspeed indicator. The moving
traditional flight instrument cluster. The PFD tape is marked with numeric labels and major tick
also offers control for COM and NAV frequency marks at10-knot intervals, with minor tick marks
selection. at 5-knot intervals. Speed indication starts at 20
knots, with 60 knots of airspeed viewable at any
In normal mode, the right portion of the MFD time.
displays a full-color moving map with navigation
NAVIGATION
STATUS BOX
SLIP/SKID NAVIGATION
ATTITUDE INDICATOR STATUS BOX
INDICATOR COM FREQUENCY BOX
NAV FREQUENCY BOX
SELECTED ALTITUDE
SELECTED
HEADING
WIND DATA
INSET MAP
CAS MESSAGES
BEARING INFORMATION WINDOWS WINDOW
MINIMUM DESCENT
DME INFORMATION ALTITUDE/DECISION ALERTS WINDOW
WINDOW HEIGHT
SELECTED COURSE
16 AVIONICS
ROLL POINTER ROLL SCALE ZERO
ROLL SCALE SKY REPRESENTATION
RED POINTER
AT VMO PITCH
SCALE
ACTUAL AIRSPEED
HORIZON
LINE
VSPEED REFERENCE
SPEED RANGES
TRUE AIRSPEED
LAND REPRESENTATION
The actual airspeed is displayed inside the black Minor pitch marks are shown for intervening 5°
pointer. The pointer remains black until the aircraft increments, up to 25° below and 45° above the
reaches maximum operating speed (VMO), at which horizon line. Between 20° below to 20° above the
point it turns red. horizon line, minor pitch marks occur every 2.5°.
A color-coded (white, green, and red/white striped The inverted white triangle indicates 0° on the roll
barber pole) speed range strip is on the moving scale. Major tick marks at 30° and 60° and minor
tape. The colors denote flap operating range, nor- tick marks at 10°, 20°, and 45° are shown to the
mal operating range, and maximum operating left and right of 0°. Angle of bank is indicated by
speed (VMO). The red range is present for low the position of the pointer on the roll scale.
speed awareness.
16 AVIONICS
Glide Slope Indicator LUBBER LINE
TURN RATE INDICATOR AIRCRAFT SYMBOL
The glide slope indicator appears to the left of the SELECTED HEADING SELECTED COURSE
altimeter whenever an ILS frequency is tuned in
the active NAV field. A green diamond acts as the
glide slope indicator, like a glide slope needle on
a conventional indicator. If a localizer frequency
is tuned and there is no glide slope the “NO GS”
is annunciated.
Glidepath
The glidepath is analogous to the glide slope for
GPS approaches supporting WAAS vertical guid-
ance (LNAV+V, LNAV/VNAV, and LPV) and is
system generated to reduce pilot workload during ROTATING
approach. When such an approach is in the flight COMPASS ROSE
plan and GPS is the selected navigation source,
then the glidepath indicator (Figure 16-15) appears Figure 16-16. Horizontal Situation
as a magenta diamond. If the approach type down- Indicator (HSI)
grades past the final approach fix (FAF), then the FLIGHT
NO GP annunciation appears. NAVIGATION
PHASE
SOURCE
NOTE: Flight phase annunciations are normally shown in magenta, but when cautionary conditions exist the color changes to yellow.
OBS COURSE
GPS
SELECTED
OBS MODE
ENABLED
EXTENDED
COURSE LINE
The full scale limits for the CDI are defined by Enabling the omni-bearing selector (OBS) mode
a GPS-derived distance when coupled to GPS suspends the automatic sequencing of waypoints in
(Table 16-4). When coupled to a VOR or a localizer a GPS flight plan (GPS must be the selected navi-
(LOC), the CDI has the same angular limits as a gation source), but retains the current “active-to”
mechanical CDI. If the CDI exceeds the maximum waypoint as the navigation reference, even after
deviation on the scale (two dots) while coupled to passing the waypoint. The OBS is annunciated to
GPS, the crosstrack error (XTK) is displayed below the lower right of the aircraft symbol when OBS
the white aircraft symbol. mode is selected (Figure 16-19).
16 AVIONICS
While OBS mode is enabled, a course line is ARROW SHOWN
drawn through the active-to waypoint on the mov- HALF-STD FOR TURN RATE >
ing map. If desired, the course to/from waypoint TURN RATE 4°/SECOND
can be adjusted. When OBS mode is disabled, the
GPS flight plan returns to normal operation with
automatic sequencing of waypoints, following the
course set in OBS mode.
STD
The flightpath on the moving map retains the modi- TURN
fied course line. As the aircraft crosses the missed RATE
approach point (MAP), automatic approach way-
point sequencing is suspended. The SUSP annun- Figure 16-21. Course Deviation Indicator
ciation displays on the HSI to the lower right of
the aircraft symbol in place of OBS and the OBS Bearing Pointers
softkey label changes to SUSP. Pressing the SUSP
softkey resumes automatic sequencing of approach Two bearing pointers and the associated informa-
waypoints (Figure 16-20). tion can be displayed on the HSI for NAV, GPS, and
ADF sources (Figure 16-23). The pointers are light
blue and single- (BRG1) or double-lined (BRG2).
An icon is shown in the respective information
window to indicate the pointer type. The bearing
pointers never override the CDI and are visually
separated from the CDI by a white ring (shown
when bearing pointers are selected but not neces-
sarily visible due to data unavailability).
BEARING 1 BEARING 2
POINTER POINTER
TUNING MODE
FREQUENCY
DISTANCE
DETAIL A
DME INFORMATION
WINDOW
NO
DISTANCE TO WAYPOINT
BEARING SOURCE SELECTED
STATION A
IDENTIFIER
B C
DETAIL A
A
OPTION 1 OPTION 2 ALTIMETER
16 AVIONICS
annunciation and single chime indicates the pres-
COMPARATOR
WINDOW
ence of a caution. The CAUTION softkey flashes
until pressed. An advisory provides general infor-
REVERSIONARY mation to the pilot that may not need immediate
SENSOR WINDOW attention. A flashing ADVISORY softkey annuncia-
tion (no aural chime), indicates a message advisory.
The ADVISORY softkey flashes until pressed.
DETAIL A DETAIL B
A B
Figure 16-28. Current Radar Height
1,000'
16 AVIONICS
Engine Indicating System
Display
The EIS displays critical engine, fuel, and electrical
information on the left of the MFD during normal
operation (Figure 16-33). In reversionary mode,
the displays are changed to present PFD symbol-
ogy together with the EIS (Figure 16-34).
INDICATIONS DESCRIPTION
Torque gauge Displays engine torque in foot-pounds (ft-lb). The redline is dynamic and below 16,000 ft it represents maxi-
(TRQ FT-LB) mum torque for takeoff and above 16,000 ft it represents climb torque setting. A light blue bug represents
the maximum cruise torque setting. The bug appears for certain combinations of propeller speed, OAT, air-
speed, and altitude. The redline on 675 SHP Caravans is propeller-speed sensitive and changes for speeds
between 1,800 and 1,900 rpm.
Interstage turbine tem- Displays ITT in degrees Celsius (°C). Operating ranges differ for engine start and normal running conditions.
perature gauge (ITT °C) When the engine is running, STRT is annunciated above the temperature readout. When the engine is off or
is shutting down, OFF is annunciated.
Oil pressure indicator Displays engine oil pressure in pounds per square inch (psi)
(OIL PSI)
Fuel quantity indicator Displays quantities of fuel in pounds (lb) in the left (L) and the right (R) tanks
(FUEL QTY LBS)
Fuel flow Displays current fuel flow in pounds per hour (pph)
(FFLOW PPH)
on the condition. If sensor data to an instrument current (PROP AMPS) is displayed below the elec-
becomes invalid or unavailable, a red X appears trical indicators.
across the instrument.
16 AVIONICS
window/page. The system has no all-encompassing The MFD displays information in four main page
menu. Some menus provide access to additional groups. Specific pages within each group can vary
submenus that are used to view, edit, select, and depending on the configuration of optional equip-
review options. Menus display NO OPTIONS ment (Figure 16-37).
when no options are available for the selected page
(Figure 16-36). The MFD has 28 different map ranges available,
from 500 feet to 2,000 nm. The range is changed
by the joystick knob. The current range is indi-
MFD Page Groups cated in the lower right corner of the map and rep-
The MFD page group and active page title box are resents the top-to-bottom distance covered by the
displayed in the upper center of the screen, below map. When the map range is decreased to a point
the navigation status box. In the bottom right cor- that exceeds the capability of the G1000® to accu-
ner of the current page group, the number of pages rately represent the map, a magnifying glass icon
available in the group, and the placement of the appears to the left of the map range. To decrease
current page within the group are indicated. the map range turn the joystick counterclockwise;
to increase the range, turn the joystick clockwise.
• Trip planning
• Utility
• GPS status
System setup:
Figure 16-40. Nearest Page
• XM satellite pages
16 AVIONICS
°° XM information (INFO softkey)
°° XM radio (RADIO softkey)
• System status
NRST Pages
The nearest airports page is the first in the NRST
page group because of its potential use if an in-
flight emergency occurs (Figure 16-40). The page
displays a map of the currently selected airport
and surrounding area, as well as the nearest airport
information. The information appears in five boxes:
• Nearest airports
• Information Figure 16-41. Flight Plan Page
• Runways
Flight planning consists of building a flight plan by
• Frequencies entering waypoints one at a time, adding waypoints
• Approaches along airways, and inserting departures, airways,
arrivals, or approaches as needed.
The NRST pages are:
The G1000® allows entry of flight planning infor-
• Nearest airports mation from either the MFD or PFD. The flight plan
• Nearest intersections is displayed on maps using different line widths,
colors, and types, based on the leg and segment
• Nearest NDB of the flight plan currently being flown (departure,
• Nearest VOR enroute, arrival, approach, or missed approach).
• Nearest user waypoints Up to 99 flight plans, each with up to 99 waypoints,
• Nearest frequencies can be created and stored in memory. One flight
plan can be activated at a time to become the active
• Nearest airspaces flight plan. The vertical navigation (VNV) func-
tion provides vertical profile guidance during the
Flight Plan Pages enroute and terminal phases of flight.
In addition to the main page groups accessed exclu- The VNV provides guidance based on specified
sively using the FMS knobs, pages for flight plan- altitudes at waypoints in the active flight plan or to
ning (FPL) and loading procedures procedures a direct-to waypoint. It includes vertical path guid-
(PROC) accessible using the bezel key. In some ance to a descending path, which is provided as a
instances, softkeys can be used to access the pro- linear deviation from the desired path.
cedure pages.
The desired path is defined by a line joining two
The flight plan pages are accessed by pressing the waypoints with specified altitudes or as a vertical
FPL key on the MFD. Main pages within this group angle from a specified waypoint/altitude. The ver-
are selected by rotating the small FMS knob. The tical waypoints are integrated into the active flight
FPL pages include (Figure 16-41): plan. Both manual and autopilot-coupled guidance
are supported.
• Active flight plan—Wide view, narrow view
• Flight plan catalog—Stored flight plan
Procedure Pages (PROC) The original enroute portion of the flight plan
remains active when the procedure loads, unless
The procedure pages can be accessed any time an instrument procedure is activated.
by pressing the PROC key on the MFD. A menu
is initialized, and when a departure, approach, or The WAAS GPS allows for flying LNAV/ VNAV,
arrival is selected, the appropriate procedure page LNAV+V, and LPV approaches according to the
loads (Figure 16-42). Turning the FMS knob does published chart. LNAV+V is a standard LNAV
not scroll through the procedure pages (note the approach with advisory vertical guidance pro-
single page symbol in the lower right corner). The vided for assistance in maintaining a constant ver-
following procedure pages are provided: tical glidepath similar to an ILS glide slope on
approach. This guidance is displayed on the PFD
as a magenta diamond in the same location as the
ILS glide slope.
Audio Panel
The audio panel provides traditional audio selector
functions, a microphone, and a receiver. The audio
panel includes an intercom system (ICS) between
the pilot, copilot, and passengers, a marker beacon
receiver, and a COM clearance recorder. Ambient
Figure 16-42. Procedure Page noise from the aircraft radios is reduced by the
master avionics squelch (MASQ) feature. When
• Departure loading no audio is detected, MASQ processing further
reduces background radio noise.
• Arrival loading
• Approach loading The COM frequency box has four fields: the two
active frequencies are on the left and the two stand-
When an approach, departure, or arrival proce- by frequencies are on the right (Figure 16-43). The
dure is loaded into the active flight plan, a set of COM transceiver is selected for transmission by
approach, departure, or arrival waypoints is loaded pressing the COM MIC keys on the audio panel.
into the flight plan with a header describing the During audio reception from the selected COM
selected instrument procedure. radio, audio from the other COM radio is muted.
16 AVIONICS
ACTIVE STANDBY
FIELDS FIELDS
TOP SECTION OF
THE AUDIO PANEL
Pressing the CDI softkey on the PFD selects a NAV can hear the selected radios and communicate with
radio for navigation ( 16-49). The selected NAV each other.
frequency is displayed in green.
When the PILOT and COPLT annunciators are illu-
minated, the pilot and copilot can hear the selected
Intercom radios and communicate with each other. The pas-
The audio panel has a six-position intercom system sengers are isolated from the pilot and copilot but
(ICS) and a stereo music input for the pilot, copilot, can communicate with each other.
and up to four passengers. The intercom provides
pilot and copilot isolation from the passengers and When both the PILOT and COPLT annunciators
aircraft radios (Figure 16-48). extinguish, everyone hears the selected radios and
can communicate with everyone else.
PILOT KEY COPLT KEY PILOT HEARS COPILOT HEARS PASSENGER HEARS
ANNUNCIATOR ANNUNCIATOR
Selected radios, aural alerts, pilot, Selected radios, aural alerts, Selected radios, aural alerts,
OFF OFF copilot, passengers, MUSIC 1 pilot, copilot, passengers, pilot, copilot, passengers,
MUSIC 1 MUSIC 2
ON OFF Selected radios, aural alerts, pilot Copilot, passengers, MUSIC 1 Copilot, passengers, MUSIC 2
Selected radios, aural alerts, pilot, Copilot Selected radios, aural alerts,
OFF ON
passengers, MUSIC 1 pilot, passengers, MUSIC 2
ON ON Selected radios, aural alerts, pilot, Selected radios, aural alerts, Passengers, MUSIC 2
copilot pilot, copilot
16 AVIONICS
MANUAL SQUELCH ANNUNCIATOR;
OFF FOR AUTOMATIC SQUELCH, ON
FOR MANUAL SQUELCH
AUTOMATIC/MANUAL SQUELCH
FD—The aircraft has two flight directors, each pitch trim operation. The AP DISC switch is on
operating within an integrated avionics unit. Com- each control wheel and is used to acknowledge an
mands for the selected flight director are displayed autopilot disconnect alert and to mute the associ-
on both PFDs. ated aural tone.
The flight director provides: CWS button (control wheel steering)—One but-
ton on each control wheel. While pressed, allows
• Command bars showing pitch/roll guidance manual control of the aircraft while the autopilot is
engaged and synchronizes the flight director com-
• Vertical/lateral mode selection and mand bars with the current aircraft pitch (if not in a
processing vertical navigation, glide slope, or glidepath mode).
• Autopilot communication When the button is released the FD can establish
new pitch and roll references, depending on the
AP—Autopilot operation occurs within the pitch, current vertical and lateral modes.
roll, and pitch trim servos. It also provides servo
monitoring and automatic flight control in response GA switch (go-around)—The GA switch, which is
to flight director steering commands, AHRS atti- on the throttle, disengages the autopilot and selects
tude and rate information, and airspeed. the flight director takeoff (on ground) or go-around
(in air) mode. If an approach procedure is loaded
YD—The yaw servo is self-monitoring and pro- the switch activates the missed approach when the
vides Dutch roll dampering and turn coordination selected navigation source is GPS or when the navi-
in response to yaw rate, roll angle, lateral accelera- gation source is VOR/LOC and a valid frequency
tion, and airspeed. is tuned. The GA switch is on the throttle.
MEPT—The pitch trim servo provides manual MEPT switch—The MEPT switch on the each
electric pitch trim capability when autopilot is not control wheel is used to command manual electric
engaged. pitch trim. The composite switch has left and right
sides. The left side is the ARM contact and the right
The following AFCS controls are in the cockpit, side controls the DN (forward) and UP (rearward)
separate from the mode controller (Figure 16-51): contacts. Pressing the MEPT ARM switch disen-
gages the autopilot, if currently engaged, but does
AP DISC switch (autopilot disconnect)—Disen- not affect yaw damper operation.
gages the autopilot and yaw damper and interrupts
AP TRIM GO AROUND
DISC CONTROL WHEEL
STEERING
MEPT
SWITCH
16 AVIONICS
Table 16-8. AFCS MODES
MODES SELECTED
FLIGHT DIRECTOR
CONTROL PRESSED
ACTIVATED VERTICAL LATERAL
FD key (pilot-side) Pilot-side Pitch hold (default) Roll hold (default)
AP key Pilot-side Pitch hold (default) Roll hold (default)
CWS button Pilot-side Pitch hold (default) Roll hold (default)
GA switch Pilot-side Takeoff (on ground) Go-around (in air) Takeoff (on ground) Go-around (in air)
ALT key Pilot-side Altitude hold Roll hold (default)
VS key Pilot-side Vertical speed Roll hold (default)
VNV key Pilot-side Vertical path tracking* Roll hold (default)
NAV key Pilot-side Pitch hold (default) Navigation**
ARP key Pilot-side Pitch hold (default) Approach**
HDG key Pilot-side Pitch hold (default) Heading select
* Valid VNV flight plan must be entered before VNV key press activates flight director.
** The selected navigation receiver must have a valid VOR or LOC signal or active GPS course before NAV or APR key press activates
flight director.
FLIGHT DIRECTOR
STATUS DAMPER
LATERAL STATUS
MODES VERTICAL MODES
on the PFDs. When the flight director is active, the ARMED FLIGHT DIRECTOR
INDICATOR ARROW
MODE
REFERENCE VERTICAL SPEED
aircraft can be hand-flown to follow the path shown REFERENCE
Altitude Hold Holds current Altitude Reference ALT Key ALT nnnnn FT
Holds aircraft vertical speed; may
be used to climb/descend to the -3000 to
Vertical Speed VS Key VS nnnn FPM 100 fpm
Selected Altitude +2000 fpm
The aircraft has two flight directors, each operat- The NOSE UP/DN wheel can be used to change
ing within the integrated avionics system. Only one the vertical mode reference while operating under
flight director is active (selected) at a time. Flight pitch hold, vertical speed, or flight level change
directors can be switched by pressing the XFR key. mode. The increments of change and acceptable
ranges of values for each reference using the NOSE
Both PFDs display the selected flight director, indi- UP/DN wheel are listed in Table 16-8.
cated by an arrow pointing toward either the pilot
or copilot side, in the center of the AFCS status Table 16-10 relates each lateral mode to its respec-
box. The arrow for the selected flight director also tive control and annunciation. The CWS button
appears beside the XFR key. does not change lateral references for heading
select, navigation, back course, or approach modes.
Table 16-9 relates each vertical mode to its respec-
tive corresponding controls and annunciations. The The annunciations described in Table 16-10 (listed
mode reference displays next to the active mode in order of increasing priority) can appear on the
annunciation for altitude hold, vertical speed, and PFDs above the Airspeed and Attitude indicators.
flight level change modes. Only one annunciation can occur at a time, and
messages are prioritized by criticality.
16 AVIONICS
Table 16-10. FLIGHT DIRECTOR LATERAL MODES
22° Capture
Approach, VOR Capture/Track VAPP 10° Track
APR Key
Approach, LOC Capture/Track
22° Capture
(Glideslope Mode automati- LOC
10° Track
cally armed)
GA Switch
Disengages the autopilot and commands a
Go Around (in air) constant pitch angle and wings level while GA Wings Level
in the air
* No annunciation appears in the AFCS Status Box. The acceptable bank angle range is indicated in green along the Roll Scale of the
Attitude Indicator.
The GFC 700 limits turn rate to 3 degrees per second (standard rate turn).
Pressing the AP key activates the autopilot, yaw Yaw damper disengagement is indicated by a
damper, and flight director (if not already active). 5-second flashing yellow YD annunciation (Fig-
The flight director engages in pitch and roll hold ure 16-55).
modes when initially activated. Pressing the YD
key engages the yaw damper independently of the
autopilot, if not already engaged.
Figure 16-55. Automatic Autopilot and Yaw
To manually disengage the autopilot either push Damper Disengagement
the AP key on the mode controller, the GA switch
or the MEPT ARM switch. Manual autopilot dis- Automatic yaw damper disengagement occurs
engagement is indicated by a 5 second flashing when autopilot disengagement is caused by failure
yellow AP annunciation and a 3 second autopilot in a parameter also affects the yaw damper. The
disconnect aural alert (Figure 16-53). yaw damper can remain operational in some cases
where the autopilot automatically disengages.
• Weather
Figure 16-54. Yaw Damper Disengagement
°° GDL 69A XM® satellite weather
(Optional)
Pressing either the MEPT ARM switch or the AP
DISC switch cancels the autopilot disconnect aural °° GWX 68™ airborne color weather radar
(Optional)
alert. Pressing AP DISC also cancels the flashing
AP annunciation. °° L-3 STORMSCOPE® WX-500 series II
weather mapping sensor (Optional)
Automatic autopilot disengagement is indicated by • Terrain avoidance (TAWS)
a flashing red and white AP annunciation and by the
autopilot disconnect aural alert. Both indications • Traffic
continue until acknowledged by pressing the AP
DISC or MEPT ARM switch. Automatic autopilot °° Honeywell® KTA 870 traffic advisory
disengagement occurs because of: system (TAS)
16 AVIONICS
receiver. Graphical weather information and asso- To focus radar scanning on specific areas, sector
ciated text is displayed on the MFD and on the scanning offers pilot-adjustable horizontal scan
PFD inset map. angles of 20°, 40°, 60°, or 90°. A vertical scanning
function helps analyze storm tops, gradients, and
The GDL 69A can also receive XM Satellite cell buildup activity at various altitudes.
Radio® entertainment services. Both weather data
and entertainment programming operate in the The radar has the following features:
S-band frequency range to provide continuous
reception capabilities at any altitude throughout • Extended sensitivity time constant (STC)
North America. XM Satellite Radio® services are logic that automatically correlates distance
subscription-based. For more information on spe- of the return echo with intensity, so cells do
cific service packages, visit: www.xmradio.com. not suddenly appear larger as they get closer.
The weather data link page in the map page group • Weather attenuated color highlight
is the primary map for viewing XM weather data (WATCH™) helps identify possible shad-
(Figure 16-56). The map page is the only map dis- owing effects of short-range cell activity,
play capable of showing information for all avail- identifying areas where radar return signals
able XM weather products. are weakened or attenuated by intense pre-
cipitation (or large areas of lesser precipi-
tation) and cannot fully reflect the weather
behind a storm.
• Weather alert that looks ahead for intense
cell activity in the 80–320 nm range, even if
these ranges are not being monitored.
MAXIMUM PERMISSIBLE
EXPOSURE LEVEL
The maximum permissible exposure level is a zone
in which the radiation level exceeds the US govern-
ment standard of 1 mW/cm2. It is the semicircular
area of at least 11 feet from the 12-inch antenna
Figure 16-56. Weather Data Link Page (Figure 16-57). All personnel must remain outside
of this zone. With a scanning or rotating beam,
GWX 68™ Airborne Color the average power density at the MPEL boundary
is significantly reduced. When evaluating various
Weather Radar target returns on the weather radar display, the col-
The optional GWX 68™, is a 4-color digital pulsed ors denote precipitation intensity and rates shown
radar with 6.5 kilowatts of output power. It com- in Table 16-11.
bines excellent range and adjustable scanning pro-
files with a high-definition target display. The pulse Table 16-11. PRECIPITATION
width is 4 microseconds on all ranges except the INTENSITY LEVELS
2.5 nm range. The GWX 68™ uses a 1 microsec- WEATHER INTENSITY APPROXIMATE
ond pulse width at this range to reduce the target MODE PRECIPITATION RATE
smearing on the display and for better target defi- COLOR (IN/HR.)
nition at close range. BLACK <23 DBZ <.01.
GREEN 23 DBZ TO <32 DBZ .01-0.1
The aircraft uses a 12-inch, phased array antenna, YELLOW 32 DBZ TO <41 DBZ 0.1-0.5
fully stabilized to accommodate 30º of pitch and RED 41 DBZ TO <50 DBZ 0.5-2
roll.
MAGENTA 50 DBZ AND GREATER >2
No threat traffic
16 AVIONICS
Table 16-13. TAWS ALERTS SUMMARY
ALERT TYPE PFD/MFD TAWS PAGE MFD MAP PAGE POP-UP AURAL MESSAGE
ANNUNCIATION ALERT
EXCESSIVE DESCENT RATE
PULL UP PULL-UP “PULL UP”
WARNING (EDR)
TERRAIN - PULL-UP “TERRAIN, TERRAIN; PULL UP, PULL UP”
REDUCED REQUIRED
OR
TERRAIN CLEARANCE PULL UP OR
“TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,
WARNING (RTC) TERRAIN AHEAD - PULL-UP PULL UP”
TERRAIN AHEAD - PULL-UP “TERRAIN AHEAD, PULL UP; TERRAIN AHEAD,
IMMINATE TERRAIN IMPACT OR PULL UP”
PULL UP
WARNING (ITI) OR
TERRAIN - PULL-UP
“TERRAIN, TERRAIN; PULL UP, PULL UP”
OBSTACLE - PULL-UP “OBSTACLE, OBSTACLE; PULL UP, PULL UP”
REDUCED REQUIRED
OR OR
OBSTACLE CLEARANCE PULL UP
“OBSTACLE AHEAD, PULL UP; OBSTACLE
WARNING (ROC) OBSTACLE AHEAD - PULL-UP
AHEAD, PULL UP”
OBSTACLE AHEAD - PULL-UP “OBSTACLE AHEAD, PULL UP; OBSTACLE
IMMINENT OBSTACLE OR AHEAD, PULL UP”
PULL UP
IMPACT WARNING (IOI) OR
OBSTACLE - PULL-UP
“OBSTACLE, OBSTACLE; PULL UP, PULL UP”
REDUCED REQUIRED CAUTION - TERRAIN
TERRAIN CLEARANCE “CAUTION, TERRAIN; CAUTION, TERRIAN”
TERRAIN OR OR
CAUTION (RTC)
TERRAIN AHEAD “TERRIAN AHEAD; TERRIAN AHEAD”
TERRAIN AHEAD
“TERRAIN AHEAD; TERRAIN AHEAD”
IMMINENT TERRAIN IMPACT OR
TERRAIN OR
CAUTION (ITI)
CAUTION - TERRAIN “CAUTION, OBSTACLE; CAUTION, OBSTACLE”
CAUTION - OBSTACLE
REDUCED REQUIRED “CAUTION, OBSTACLE; CAUTION, OBSTACLE”
OBSTACLE CLEARANCE TERRAIN OR OR
CAUTION (ROC) OBSTACLE AHEAD “OBSTACLE AHEAD; OBSTACLE AHEAD”
CAUTION - OBSTACLE
“OBSTACLE AHEAD; OBSTACLE AHEAD”
IMMINENT OBSTACLE OR
TERRAIN OR
IMPACT CAUTION (IOI)
OBSTACLE AHEAD “CAUTION, OBSTACLE; CAUTION, OBSTACLE”
PREMATURE DESCENT
ALERT CAUTION (PDA) TERRAIN TOO LOW - TERRAIN “TOO LOW, TERRAIN”
DON’T SINK
“DON’T SINK”*
NEGATIVE CLIMB RATE OR
TERRAIN OR
CAUTION (NCR) TOO LOW - TERRAIN “TOO LOW, TERRAIN”
EMERGENCY CHANNEL
LOADED AUTOMATICALLY
PFD FAILURE
1,100 FEET ABOVE AND DESCENDING AND DESCENDING
Figure 16-58. Traffic Map Page If PFD1 fails, COM1 and NAV1 display a red X
on both remaining displays. NAV1 is unavailable.
Aircraft orientation is always heading up unless COM1 automatically tunes 121.500 MHz, but the
there is no valid heading. Map range is adjust- frequency is not shown. The COM1 emergency
able with the RANGE knob from 2 to 40 nm, as frequency is available to both the copilot and pilot
indicated by the map range rings. The traffic mode (Figure 16-61).
and altitude display mode appear in the upper left
corner. If the MFD fails, COM2 and NAV2 display a red
X on the remaining PFD display. NAV2 is unavail-
STUCK MICROPHONE able. COM2 tunes 121.500 MHz, but the frequency
is not shown (Figure 16-62). The COM2 emer-
If the push-to-talk (PTT) key is stuck, the COM gency frequency is available to both the copilot
transmitter stops transmission after 35 seconds of and pilot.
continuous operation. An advisory alert appears on
the PFD indicating that the microphone is stuck.
The COM1 MIC or COM2 MIC key on the audio AUDIO PANEL FAILURE
panel flashes as long as the PTT key remains stuck If a failure occurs in the audio panel, a fail-safe
(Figure 16-59). circuit connects the pilot headset and microphone
directly to the COM1 transceiver. Audio is not
COM TUNING FAILURE available on the speaker during fail-safe operation.
16 AVIONICS
Figure 16-62. PFD1 Dispaly After PFD2 Failure
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
MESSAGE DESCRIPTION
SPD NOT AVAIL Indicates that the “SPD” button was pressed on Autopilot Mode Control Panel
QUESTIONS
1. The two GDC 74A air data computers supply 5. The CWS button on the control yoke:
information to which instruments? A. Momentarily disengages the autopilot, but
A. Standby airspeed indicator, standby altim- leave the servos engaged
eter, and standby attitude indicator B. Momentarily disengages the roll and pitch
B. PFD attitude indicator and horizontal servos, but not the autopilot
direction indicator C. Disengages the yaw damper
C. PFD airspeed indicators, altimeters, and D. Discontinues the pitch mode of the
vertical speed indicators autopilot
D. MFD XM weather information system
6. The PLAY key on the audio panel allows:
2. The BARO MIN setting on the PFD is: A. Playback of the previously recorded
A. The height above ground level for the 2.5-minute block of a received audio
minimums of an approach transmission
B. The desired altitude at which the aircraft B. Playback of the last audio transmission on
levels when climbing to a selected altitude the No. 2 NAV
C. The desired altitude at which the aircraft C. Receipt of the last PA request from the
descends when reaching the minimums of passengers
an approach D. Playback of the XM radio song that is
D. The decision height altitude or minimum being uploaded
descent altitude on an approach
7. While operating the GWX weather radar sys-
3. If the pilot PFD fails, the MFD and copilot tem on the ground, ensure that:
PFD: A. The gain is calibrated properly
A. Automatically goes into reversionary B. The radar system has been tested
mode whether or not the reversionary but- C. The No. 2 COM is set to the ATIS
ton on the audio panel is pressed.
D. No one is within 11 feet of the radar anten-
B. Automatically go into reversionary mode na if the weather is activated while on the
on the pilot PFD but not the copilot PFD ground
C. Either reversionary button on the pilot or
copilot audio panel must be pressed
D. Are blank and the pilot must declare
an emergency and land the aircraft
immediately
CHAPTER 17
OXYGEN SYSTEMS
CONTENTS
Page
17 OXYGEN SYSTEMS
INTRODUCTION................................................................................................................ 17-1
OXYGEN SYSTEM............................................................................................................. 17-1
Description.................................................................................................................... 17-1
Components................................................................................................................... 17-2
Controls and Indications................................................................................................ 17-2
Operation....................................................................................................................... 17-2
LIMITATIONS...................................................................................................................... 17-2
EMERGENCY/ABNORMAL.............................................................................................. 17-2
QUESTIONS........................................................................................................................ 17-4
ILLUSTRATIONS
Figure Title Page
17-1. Oxygen Lever and Gauge...................................................................................... 17-2
17-2. Oxygen Duration Chart......................................................................................... 17-3
17 OXYGEN SYSTEMS
CHAPTER 17
OXYGEN SYSTEMS
17 OXYGEN SYSTEMS
INTRODUCTION
This chapter describes the components, controls, and indications for the oxygen system on the
Cessna Grand Caravan EX.
GENERAL
An oxygen system provides the supplementary
oxygen necessary for continuous flight at high alti-
OXYGEN SYSTEM
tude or for use in the event smoke or other toxic/
noxious fumes are detected in the cabin. DESCRIPTION
Passenger models of the aircraft have a 117- cubic
foot oxygen bottle and 2, 10, or 17 oxygen ports,
depending on the model. Cargo models have a
51-cubic foot oxygen bottle and two oxygen ports,
with the option for the 116.95-cubic foot bottle.
COMPONENTS OPERATION
Oxygen Cylinder Oxygen Duration
Oxygen is supplied from a cylinder in the tail cone In order to make optimum use of the aircraft and
and is reduced from cylinder pressure to operating oxygen system, it is important that the pilot under-
pressure by a regulator on the cylinder. A remote stand the capabilities of the system as well as the
shutoff valve control lever in the overhead console duration of the oxygen supply. The oxygen dura-
above the pilot and front passenger seat controls an tion chart is used to calculate the oxygen use time
17 OXYGEN SYSTEMS
oxygen shutoff valve, which is part of the regula- remaining in the system. The chart shown is for a
tor assembly. 51 cubic-foot-capacity oxygen system.
EMERGENCY/
ABNORMAL
For specific information on Emergency/Abnormal
procedures, refer to the FAA-approved AFM.
17 OXYGEN SYSTEMS
NOTE:
QUESTIONS
1. The oxygen system controls are:
A. In the overhead console.
B. On the instrument panel.
C. On the center console.
D. On the left sidewall switch and CB panel.
17 OXYGEN SYSTEMS
CHAPTER 18
MANEUVERS AND PROCEDURES
18 MANEUVERS AND
PROCEDURES
The information for this chapter is available in the Client Guide.
CHAPTER 19
WEIGHT AND BALANCE
CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
20 FLIGHT PLANNING
AND PERFORMANCE
21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT
WALKAROUND
WALKAROUND
The Walkaround has been replaced by the Caravan 208 G1000 Pictorial Preflight
and the Caravan EX Pictorial Preflight available electronically in FlightBag.
APPENDIX
ANSWERS TO QUESTIONS
CHAPTER 1 7. D CHAPTER 14
No 8. D 1. A
Questions 9. B 2. C
Apply 10. B 3. C
11. B
CHAPTER 2 12. C CHAPTER 15
1. C 1. B
2. A CHAPTER 8 2. C
3. C 1. B 3. C
4. A 2. B 4. B
5. D 3. A
6. C 4. B CHAPTER 16
7. C 5. C 1. C
8. C 2. D
CHAPTER 9 3. A
CHAPTER 3 No 4. C
1. A Questions 5. B
2. C Apply 6. A
APPENDIX
3. B 7. D
4. B CHAPTER 10
5. D 1. C CHAPTER 17
2. B 1. A
CHAPTER 4 3. D
1. C 4. C CHAPTER 18
2. A 5. A No
6. D Questions
CHAPTER 5 7. B Apply
1. C 8. B
2. A 9. A CHAPTER 19
3. C No
4. B CHAPTER 11 Questions
5. D 1. D Apply
6. D 2. A
7. A 3. A CHAPTER 20
4. C No
CHAPTER 6 Questions
No CHAPTER 12 Apply
Questions No
Apply Questions CHAPTER 21
Apply No
CHAPTER 7 Questions
1. B CHAPTER 13 Apply
2. D No
3. C Questions
4. A Apply
5. A
6. A