Manual C208B Ex

The best safety device in any aircraft is a well trained crew.
TM
FlightSafety International, Inc.  Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371  (718) 565-4100  www.FlightSafety.com
PILOT TRAINING MANUAL
Pilot Training Manual

Cessna Caravan 208/208B/EX G1000
Revision 3.3
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.
At the time of release it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or
regulatory agencies, that of the manufacturer or regulatory agencies shall take precedence.
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
These commodities, technology or software were exported from

the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
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.
Page No. *Revision No. Page No. *Revision No.

Cover ..................................................... 3.3 7-i—7-iv ................................................. 2.2
i—vi ........................................................ 3.3 7-1—7-4 ................................................ 3.0
1-i—1-iv ................................................. 2.2 7-5 ......................................................... 2.2
1-1 ......................................................... 2.2 7-6 ......................................................... 3.0
1-2—1-3 ................................................ 3.0 7-7 ......................................................... 2.2
1-4 ......................................................... 2.2 7-8—7-10 .............................................. 3.0
1-5—1-6 ................................................ 3.0 7-11 ....................................................... 2.2
1-7 ......................................................... 3.2 7-12—7-17 ............................................ 3.0
1-8 ......................................................... 2.2 7-18 ....................................................... 2.2
2-i—2-iv ................................................. 2.2 7-19 ....................................................... 3.2
2-1 ......................................................... 2.2 7-20—7-23 ............................................. 3.0
2-2 ......................................................... 3.0 7-24 ....................................................... 2.2
2-3—2-10 .............................................. 2.2 8-i—8-iv ................................................. 2.2
3-i—3-iv ................................................. 2.2 8-1—8-2 ................................................ 2.2
3-1 ......................................................... 2.2 8-3 ......................................................... 3.0
3-2—3-6 ................................................ 3.0 8-4 ......................................................... 2.2
3-7—3-8 ................................................ 2.2 9-i—9-iv ................................................. 2.2
4-i—4-iv ................................................. 2.2 9-1—9-4 ................................................ 3.0
4-1—4-2 ................................................ 2.2 10-i—10-iv ............................................. 2.2
4-3 ......................................................... 3.0 10-1—10-2 ............................................ 2.2
4-4 ......................................................... 3.3 10-3 ....................................................... 3.0
4-5—4-6 ................................................ 2.2 10-4—10-5 ............................................ 2.2
5-i—5-iv ................................................. 2.2 10-6—10-9 ............................................ 3.0
5-1 ......................................................... 2.2 10-10 ..................................................... 2.2
5-2 ......................................................... 3.2 10-11 ..................................................... 3.2
5-3 ......................................................... 2.2 10-12 ..................................................... 3.0
5-4—5-9 ................................................ 3.0 11-i—11-iv ............................................. 2.2
5-10 ....................................................... 2.2 11-1—11-2 ............................................ 2.2
6-i—6-ii .................................................. 2.2 11-3—11-7 ............................................ 3.1
*Zero in this column indicates an original page.
Page No. *Revision No. Page No. *Revision No.
11-8 ....................................................... 2.2 16-1—16-7 ............................................ 3.1
11-9—11-10 .......................................... 3.0 16-8 ....................................................... 3.2
12-i—12-ii .............................................. 2.2 16-9—16-38 ........................................... 3.1
13-i—13-ii .............................................. 2.2 17-i—17-iv ............................................. 2.2
14-i—14-iv ............................................. 2.2 17-1—17-4 ............................................ 2.2
14-1—14-2 ............................................ 2.2 18-i—18-ii .............................................. 3.3
14-3—14-4 ............................................ 3.0 19-i—19-ii .............................................. 2.2
14-5—14-6 ............................................ 2.2 20-i—20-ii .............................................. 2.2
15-i—15-iv ............................................. 2.2 21-i—21-ii .............................................. 3.3
15-1—15-2 ............................................ 2.2 WA-1—WA-2 .......................................... 3.3
15-3—15-6 ............................................ 3.0 APP-1 .................................................... 3.2
15-7—15-8 ............................................ 2.2 APP-2 .................................................... 2.2
16-i—16-viii ........................................... 3.1
*Zero in this column indicates an original page.

CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 OXYGEN SYSTEMS
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 FLIGHT PLANNING AND PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
1 AIRCRAFT GENERAL
CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL
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
Revision 2.2 FOR TRAINING PURPOSES ONLY 1-i

1 AIRCRAFT GENERAL
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
Revision 2.2 FOR TRAINING PURPOSES ONLY 1-iii

1 AIRCRAFT GENERAL
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
Revision 2.2 FOR TRAINING PURPOSES ONLY 1-1

1 AIRCRAFT GENERAL
Figure 1-1. Grand Caravan EX Exterior Picture
STRUCTURES the trailing edge of the elevator by full-length piano

hinges. Both elevator tip leading-edge extensions
provide aerodynamic balance with balance weights.
FUSELAGE A row of vortex generators on top of the horizon-
tal stabilizer forward of the elevator enhances nose
The fuselage has a conventional formed sheet down elevator and trim authority.
metal bulkhead, stringer, and semimonocoque skin
design. The main components are:
• Front and rear carry-through spars (wings AIRCRAFT SYSTEMS

attach to these spars)
This section describes the following aircraft
• Bulkhead systems:
• Main landing gear attachment forgings
• Crew alerting system (CAS) Annunciations
• Bulkhead with attaching plates at its base for
strut-to-fuselage attachment of wing struts • Electrical system
• Lighting system
WINGS • Fuel system
The externally braced wings have integral fuel • Powerplant
tanks. The wings have a front and rear spar with
formed sheet metal ribs, as well as doubler and • Ice and rain protection
stringers. An aluminum skin covers the entire wing.
• Landing gear and brakes
• Flight controls
EMPENNAGE
• Oxygen system
The empennage has a conventional vertical stabi-
lizer, rudder, horizontal stabilizer, and elevator. The Each system is described in detail in its respective
leading-edge extension on the top of the rudder has chapter in this training manual.
a balance weight. An elevator trim tab attaches to
1-2 FOR TRAINING PURPOSES ONLY Revision 3.0

1 AIRCRAFT GENERAL
15 FEET 5.5 INCHES

MAX.
41 FEET 7 INCHES
PIVOT POINT PIVOT POINT
20 FEET 6 INCHES
52 FEET 1 INCH
106 INCHES (Hartzell)
11 FEET 8 INCHES
Figure 1-2. Exterior Dimensions - Grand Caravan EX

1 AIRCRAFT GENERAL
14 FEET 10 INCHES
MAX.
37 FEET 7 INCHES
20 FEET 6 INCHES
52 FEET 1 INCH
106 INCHES (McCAULEY)
11 FEET 8 INCHES
Figure 1-3. Exterior Dimensions - 208

1 AIRCRAFT GENERAL
67 FEET 3.6 INCHES (WITH STROBE LIGHTS)
33 FEET 6.5 INCHES

(WITH STROBE LIGHTS)
11 FEET
12 FEET 9.7 INCHES
7.0 INCHES
NOTE:
MINIMUM TURNING RADIUS WITH BRAKE
LOCKED, FULL RUDDER, AND POWER
Figure 1-4. Minimum Turning Radii - Grand Caravan EX

1 AIRCRAFT GENERAL
ALERTS, CAUTIONS, AND NOTE

WARNINGS On 675 SHP Caravans a single post-
light on the overhead panel illuminates
Alerts, cautions, and warnings are indicated both flap switches and integral lights
through CAS Annunciations on each primary flight and floodlights illuminate the instru-
display (PFD 1 and PFD 2). ment panel.
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.

1 AIRCRAFT GENERAL
POWERPLANT Single and combined pump operation and timed

pumping provide a range of flow rates for differ-
A Pratt and Whitney of Canada, Ltd. PT6A-140 ent icing conditions. An on-demand gear pump
free-turbine, two-shaft engine powers the aircraft. supplies fluid to the windshield spray bar for clear
The free-turbine engine uses two independent tur- vision through the windshield.
bines: one drives a compressor in the gas genera-
tor section and one drives a reduction gear for the
propeller. The turbine is rated at 867 hp. LANDING GEAR AND BRAKES
The tricycle landing gear has a steerable nosewheel
NOTE and two main wheels. Shock absorption is by the
675 SHP Caravans are powered by following:
a Pratt and Whitney of Canada, Ltd.
PT6A-114A free-turbine, two shaft • The tubular spring-steel main landing gear
engine. struts
• Interconnecting spring-steel tube between
All engine-driven accessories, except for the pro- the two main landing gear struts
peller tachometer-generator and propeller gover-
nors, are on the accessory gearbox (AGB) at the • Nose gear oil-filled shock strut and spring-
rear of the engine. The engine accessories are driv- steel drag link
en by the compressor turbine via a coupling shaft Each main gear wheel has a hydraulically actuated
that extends the drive through a conical tube in the single-disc brake on the inboard side of each wheel.
oil tank center section.
An internal tank contains the main portion of the FLIGHT CONTROLS

engine oil supply. The tank, which forms part of the The flight control system includes:
compressor inlet case, has a capacity of 9.5 U.S.
quarts and includes a dipstick and drain plug. Total • Conventional aileron, elevator, and rudder
oil system capacity, including tank, engine sumps, control surfaces
lines, and filter, is 14 U.S. quarts.
• A pair of spoilers above the outboard ends
of the flaps
ICE AND RAIN PROTECTION
The control surfaces are manually operated with a
The fluid-based ice and rain protection system control wheel, mechanically linked to the ailerons,
exudes a filmy ice protection fluid (TKS) from spoilers, and elevator, and rudder/brake pedals.
porous panels on the leading edges of the aircraft. The wing spoilers improve lateral control of the
aircraft at low speeds by disrupting lift over the
The fluid minimizes ice formation on all lifting appropriate flap.
surfaces, propeller blades, wings, wing struts, and
horizontal and vertical stabilizers. When the sys- A trimmable servo tab on the right aileron provides
tem is activated in-flight, the ice protection fluid aileron trim. Elevator trim is controlled through
flows backwards over the upper and lower surfaces. two elevator trim tabs. A vertical control wheel on
the top left side of the control pedestal is used to
A fluid slinger on the propeller provides ice pro- control pitch trim, and a horizontal wheel is used
tection for the propeller and generates further ice to control rudder trim.
protection for the fuselage and cargo pod forward
surfaces. Two, positive displacement, constant vol-
ume metering pumps supply fluid to the panels and
propeller.

1 AIRCRAFT GENERAL
OXYGEN SYSTEM LIMITATIONS

An oxygen system is available for supplemental
oxygen necessary for continuous flight at high alti- For specific information on limitations, refer to the
tude or for use if smoke or other noxious fumes are FAA-approved (AFM).
detected in the cabin.
Passenger models of the aircraft have a 116.95- EMERGENCY/

cubic foot oxygen bottle and 10 or 17 oxygen
ports, depending on the model. Cargo models have ABNORMAL
a 50.67 cubic-foot oxygen bottle and two oxygen
ports, with the option for the 116.95-cubic foot For specific information on Emergency/Abnormal
bottle. procedures, refer to the FAA-approved AFM.
The oxygen system includes an oxygen cylinder,

oxygen outlets and masks, and an oxygen pres-
sure gauge.
Table 1-1. CAS ANNUNCIATIONS
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
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

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.

ELECTRICAL SYSTEM switch is ON. All DC buses are powered on when

the BATTERY switch and the two AVIONICS
switches are ON.
DESCRIPTION
A standby electrical system is available as a power
The aircraft has a 28 VDC electrical system. The source if the main generator system malfunctions.
system uses a 24 volt battery as a source of elec-
trical energy and a dual purpose starter-generator,
which acts as a motor during engine start and as a COMPONENTS
2 ELECTRICAL POWER
generator after engine start.

Lead-Acid Battery
SYSTEMS
When operating as a generator, the starter-gener-

A 24 volt, lead-acid battery supplies starting power.
ator powers the aircraft systems and maintains the
The battery is on the right forward side of the fire-
battery charge. Power to most general electrical and
wall on a swing-out tray for easy maintenance.
all avionics circuits is through two general buses,
two avionics buses, and a battery bus.
The battery absorbs voltage spikes, which are par-
ticularly damaging to electronic components. As
The hot battery bus energizes continuously for
such, ensure that the battery is well maintained and
cabin/courtesy lighting and other functions requir-
never turn it off during normal operation.
ing power when the two general buses are off. The
two general buses are on when the BATTERY
STARTER/GENERATOR ALTERNATOR
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 CABIN LIGHTS NO. 2 AVIONICS

POWER SWITCH
BATTERY
TO ELT
TO ETM
POWER
TO ANTI-CYCLE SWITCH DISTRIBUTION
BUS NO 2
BATTERY BUS
Figure 2-1. Electrical System

BOX PIVOT
POWER CABLE LATCH
2 ELECTRICAL POWER
SYSTEMS
RELEASE LATCH
BATTERY VENT LINE

POWER CABLE
FIREWALL
Figure 2-2. Electrical System - Battery
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.
After engine start, the unit acts as a 28 volt, 200

Generator Control Unit amp, or optional 300 amp, generator that powers
the electrical equipment and charges the battery.
The generator control unit (GCU) is inside the The GCU controls the starter-generator when it
cabin on the left forward fuselage side wall. The operates as a generator. An integral fan and blast
GCU provides the electrical control functions of tube above the oil cooler in the air inlet on the right
the starter-generator. forward cowling cools the starter-generator. The
unit has a speed sensor for overspeed protection
The GCU allows automatic starter cutoff when the and automatic starter shutoff.
engine rpm is above 46%. Below 46%, the starter-

2 ELECTRICAL POWER
SYSTEMS
Grand Caravan EX 208

Figure 2-3. Starter-Generator
Ground Service Plug

Receptacle
A ground service plug receptacle permits the use of
an external power source for cold weather starting
and during lengthy maintenance on the electrical
and avionics equipment.
External power control circuits prevent an external

power to battery connection during the start. The
external power receptacle is in the left side of the
engine compartment near the firewall.
The ground service circuit has polarity reversal and

overvoltage protection. Power from the external Figure 2-4. Ground Service Receptacle
power source flows only if the ground service plug
is connected correctly to the aircraft.If the plug is
accidentally connected backwards or if the ground Standby Electrical System
service voltage is too high, no power flows to the The standby electrical system has the following
electrical system, thereby preventing damage to the components:
electrical equipment.
• 75 amp alternator, belt-driven from the
accessory pad on the rear of the engine
Ground Power Monitor
• Alternator control unit (ACU) forward of
The ground power monitor is inside the electrical the CB panel
power control assembly on the forward left side of
the firewall. The monitor senses the voltage level • Standby alternator contactor on the left side
applied to the external power receptacle and closes of the firewall
the external power contactor when the applied volt-
age is within the proper limits.

• Generator
• Standby power
EXTERNAL POWER Switch

The EXTERNAL POWER switch is a guarded,
three-position switch. The switch has OFF, START-
ER, and BUS positions and is guarded in the OFF
position.
2 ELECTRICAL POWER
The OFF position allows external power to the
SYSTEMS
ground power monitor only, with no other circuits
receiving power.
The STARTER position applies external power to

the starter circuit only, with battery power applied
to the main bus. In the STARTER position, no gen-
erator power is available.
The BUS position applies power to the distribution

bus, with no external power supplied to the starter.
To connect the battery to the power distribution

bus and external power, position the BATTERY
switch to ON.
BATTERY Switch
The BATTERY toggle switch has ON and OFF
positions. 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.
The OFF position closes the generator contactor

and allows generator power to run the electrical
system.
2 ELECTRICAL POWER
See Powerplant, Chapter 7, for information regard-

SYSTEMS
ing MOTOR and START.
VOLTAGE and AMPERAGE

Indications
Electrical system information is indicated on the
multifunction flight display (MFD) (non-reversion-
ary mode). Battery current (BAT AMPS) and bus
voltage (BUS VOLTS) are indicated on the default
EIS–ENGINE page.
Pressing the ENGINE softkey, and then press-

ing the SYSTEM softkey displays the EIS–SYS-
Figure 2-6. Voltage and Amperage TEM pages, which display generator current (GEN
Indications AMPS) and bus voltage (BUS VOLTS). A nega-
tive display on the BAT AMPS indicates battery
guard and positioning the switch to ON connects discharge.
the No. 1 and No. 2 avionics buses if either bus
feeder circuit fails.
Circuit Breakers
A current limiter on the power distribution bus
powers each avionics bus. If either current limiter Most of the electrical circuits in the aircraft are pro-
fails, the affected bus also fails. Placing the avi- tected by pull-off circuit breakers on the left side
onics bus tie switch to the ON position restores CB panel. Supplying the battery bus are six circuit
power to the failed bus. Operating without both breakers, which are forward of the firewall, inside
bus feeder circuits requires an avionics load reduc- the left engine cowling.
tion, depending on the equipment installed on the
aircraft. If an overload occurs in any circuit, the controlling
circuit breaker trips, opening the circuit. Allow the
circuit breaker to cool for approximately 3 minutes,
AVIONICS Switches and then reset it.
The AVIONICS 1 switch controls power to the No.
1 avionics bus. The AVIONICS 2 switch controls WARNING
power to the No. 2 avionics bus. The switches are
ON in the forward position and OFF in the aft Ensure that all circuit breakers are
position. pushed in before all flights. Never
operate with tripped circuit breakers
without thorough knowledge of the
consequences.

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.
Figure 2-7. Grand Caravan EX CB Panel
CIRCUIT BREAKER PANEL LEFT SIDEWALL SWITCH PANEL
Figure 2-8. 208B CB Panels

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
When the speed sensor in the starter-generator charging.

detects speed greater than 46% Ng, it signals the
SYSTEMS
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.
When the standby electrical system energizes,

During A Battery Start standby power automatically routes to the main
After the engine starts and Ng reaches at least buses if system voltage drops to 27.5 volts.
55%, position the STARTER switch to OFF. The
OFF position signals the GCU that the start cycle Verify that the AVIONICS STBY PWR and AVI-
is complete. The GCU then signals the generator to ONICS BUS TIE switches are positioned to ON.
produce power. The GCU also signals the genera- All main electrical components on current aircraft
tor contactor to close, which thus applies power to remain the same.
the power distribution bus. Since the battery volt-
age is lower than the generator output voltage, the If a fault in the primary power relay box occurs,
generator recharges the battery to full capacity. The isolate the primary power supply system. (Pull the
higher voltage extinguishes the VOLTAGE LOW six, 30 amp bus feeder circuit breakers, and then
CAS Annunciations. turn off both AVIONICS switches.) Power the avi-
onics by turning on both the AVIONICS STBY
NOTE PWR and AVIONICS BUS TIE switches.
All 675 SHP Caravans will have a mini-
mum idle Ng speed of 52%.

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.
STARTER ON Indicates the starter-generator is operating in starter mode.
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
gas in the airframe

8. The standby electrical system:
B. Pressure differential in the battery
C. Contamination from ambient air A. Is powered by the battery
D. Overcharging of the battery B. Is powered by the engine-driven generator
C. Is powered by a belt-driven alternator
3. The generator control unit (GCU) controls D. Is actuated by the ground power monitor
operation of the:
A. Generator only
B. Starter only
C. Starter-generator
D. Standby electrical system
4. The ground power monitor:

A. Protects the electrical system
B. Controls the external generator
C. Senses operation of the starter generator
D. Regulates generator output
5. The voltmeter and its associated selector but-

ton are used to read:
A. Generator current
B. Alternator current
C. Battery current
D. All of the above
6. Positioning the AVIONICS BUS TIE switch

to ON:
A. Ties the avionics bus to the battery
B. Ties the No. 1 avionics bus to the generator
C. Ties the No. 1 avionics bus to the No.2
avionics bus
D. Disconnects the avionics buses from each
other

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION.................................................................................................................. 3-1
EXTERIOR LIGHTING......................................................................................................... 3-2
Description...................................................................................................................... 3-2
Components..................................................................................................................... 3-2
INTERIOR LIGHTING.......................................................................................................... 3-4
Description...................................................................................................................... 3-4
3 LIGHTING
Operation......................................................................................................................... 3-7
LIMITATIONS........................................................................................................................ 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.

EXTERIOR LIGHTING NOTE

On 675 SHP Caravans the conventional
navigation lights are on the wingtips and
DESCRIPTION the Tail Cone Stinger
The exterior lighting system illuminates the air-
craft for day or night operation. The exterior lights A strobe light with a remote power supply is on
include: each wingtip. The lights enhance anticollision pro-
tection and are required for night operation of
• Navigation lights on each wingtip. the aircraft. The strobe lights are protected by the
NOTE STROBE LIGHT circuit breaker on the CB panel.
A navigation is also located on the tail
cone on 675 SHP Caravans. Landing and Taxi/Recognition
Lights
• Landing lights on each wing A landing light in the leading edge of each wing
• Taxi-recognition lights on each wing illuminates the area forward of the aircraft during
landing and ground operations (Figure 3-2) The
• Strobe lights on each wingtip landing lights are protected by the LEFT LDG
• Flashing beacon on top of the tail LIGHT and RIGHT LDG LIGHT circuit breakers
on the CB panel.
• Wing inspection light is provided to illumi-
nate the leading edge of the left wing.
3 LIGHTING
• Courtesy lights under each wing
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.
Figure 3-2. Grand Caravan EX Landing

and Taxi Recognition Lights
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

3-2). The lights illuminate the area forward of the NOTE

aircraft during ground operation and taxiing. The
lights also make the aircraft more visible in the traf- On 675 SHP Caravans the Flashing Bea-
fic pattern or enroute. The taxi/recognition lights con Light is visible for 360°.
are protected by the TAXI LIGHT circuit breaker
on the CB panel.
Wing Inspection Lights
WARNING A wing inspection light on the leading edge of the
left wing provides illumination for ice detection
Turn off strobe lights when taxiing. on the left wing.
Ground operation of the high-intensity
strobe lights considerably annoys ground
personnel and other pilots. Do not oper-
ate strobe lights in fog, clouds, or haze
because reflection of the light beam can
cause disorientation or dizziness.
Flashing Beacon Light

A red flashing beacon light, visible through most
angles, is on top of the vertical fin for additional
anticollision protection in flight and for recogni-
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.
Figure 3-3. Grand Caravan EX Figure 3-5. Courtesy Lights

Flashing Beacon

• TAXI/RECOG switch—Controls the taxi/

recognition lights during ground operation.
• R
IGHT LDG switch—Controls the right
landing light.
• STROBE switch—Controls the wingtip
strobe lights.
• NAV switch—Controls the wingtip naviga-
tion lights.
NOTE
On 675 SHP Caravans the NAV switch
also controls the tail cone navigation
light.
• BCN switch—Controls the beacon light on

top of the vertical stabilizer.
WING LIGHT Switch

The two-position WING LIGHT switch on the
ANTI-ICE switch panel controls the wing lights.
3 LIGHTING
The switch is spring-loaded to the off position and

must be held in the ON position to illuminate the
wing inspection light.
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

The interior lighting is protected by the AVN/LED/ Electroluminescent Lighting

STBY LIGHTS and COCKPIT FLOOD LIGHTS,
circuit breakers on the left sidewall CB panel. Electroluminescent lights (EL) illuminate the
Other lighting provided or available includes con- instrument panel. The EL lights illuminate the
trol wheel map lights, cabin lights, passenger read- HF, automatic direction finder (ADF) standby,
ing lights, and a no smoking/seat belt sign. and radio instruments internally. The left sidewall
switch and cricuit breaker panel is also backlit.
NOTE
On 675 SHP Caravans interior light- Floodlights
ing is protected by the AVN/FLOOD Floodlights illuminate the left sidewall panel, the
LIGHT and INST LIGHT circuit break- right sidewall panel, and CB panel. The center light
ers on the left sidewall CB panel. illuminates the control pedestal.
On 675 SHP Caravans a single postlight

on the overhead panel illuminates both Downwash Lights
flap switches. A recessed light illumi- Downwash lights are installed on the front
nates the oxygen gauge. face of the power pedestal to illuminate the
AILERON TRIM, the FUEL/OIL SHUTOFF knob
To replace the postlight bulb, grasp the and the CABIN HEAT FIREWALL SHUTOFF
lens cap, and pull the bulb straight out knob.
of the socket. Pull the bulb from the cap
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
Figure 3-7. Lighting Control Knobs

Map Light NO SMOKE Switch

A map light is on the bottom of the control wheel The NO SMOKE toggle switch on the LIGHTS
for checking maps and other flight data during control panel illuminates and extinguishes the NO
night operations. SMOKING light.
The controls are used to vary the intensity of the

Cabin Lights instrument panel, left sidewall CB panel, pedestal,
Four cabin lights are in the center forward cabin and overhead panel lighting.
on the ceiling. The lights illuminate the passenger
boarding areas and the cargo loading areas.
AVIONICS
The AVIONICS knob on the lower part of the
Passenger Reading Lights instrument panel left of the control pedestal var-
Passenger reading lights are near each aft passen- ies the intensity of the avionics displays (Figure
ger position. Eleven small convenience lights are 3-7). Rotating the knob clockwise increases panel
in the panels above the seats. brightness; rotating the knob counterclockwise
decreases brightness.
NO SMOKING/SEAT BELT Light
STANDBY IND
A lighted warning sign in the cabin headliner
immediately aft of the overhead console informs The STANDBY IND knob varies the intensity of
passengers when to fasten seat belts and when no the standby airspeed indicator, attitude indicator,
3 LIGHTING
smoking is in effect. altimeter, torque indicator, and magnetic com-

pass. Rotating the knob clockwise increases panel
brightness; rotating the knob counterclockwise
Windshield Ice Detection Light decreases brightness.
A red windshield ice detection light is on the lower
inboard portion of the pilot windshield. If the wind- LED PANELS / ANNUN Knob
shield is clear of ice, a distinct red circle is present
above the light. If the windshield is contaminated, The LED PANELS / ANNUN knob varies the
the red circle become more diffused and the area intensity of backlit panels. The panels have labels
of red light increases. for most of the switches, controls, and circuit break-
ers on the instrument panel. Clockwise rotation of
the knob increases panel brightness; counterclock-
CONTROLS AND INDICATIONS wise rotation of the knob decreases brightness.
CABIN Switch NOTE
Cabin lighting controls consist of a CABIN toggle On 675 SHP Caravans the LED PAN-
switch on the LIGHTS panel (see Figure 3-6), a ELS / ANNUN knob is labeled SW/CB
rocker switch forward of the aft passenger door, PNLS / ANNUN.
and a rocker switch forward of the aft cargo door.
The CB/PED/OVHD knob varies the in-
The CABIN switch controls the four overhead
tensity of the lights illuminating the left
panel lights in the aircraft interior and the courtesy
sidewall switch and CB panel, the con-
light under each wing. Any of the three switches
trol pedestal floodlights, and the over-
can be used to toggle all cabin lights on or off at
head panel post lights. Rotating the knob
any time, regardless of the other switch position.
clockwise increases panel brightness;
The cabin lights circuit is protected by the CABIN
rotating the knob counterclockwise de-
LTS circuit breaker.The light circuit requires no
creases brightness.
power from the main electrical bus for operation.

FLOOD Control Knobs NOTES

The LEFT FLOOD knob varies the brightness of
the left overhead panel floodlight. The RIGHT
FLOOD knob varies the brightness of the right
overhead panel floodlight. Rotating the knob clock-
wise increases brightness; rotating the knob coun-
terclockwise decreases brightness. The CENTER
FLOOD varies the brightness of the center over-
head panel floodlight.
Control Wheel Map Light

A control wheel map light is on the bottom of each
control wheel. The map lights illuminate the lower
portion of the cabin in front of the pilot and copi-
lot. Rotating the control wheel clockwise increases
brightness; rotating the control wheel counter-
clockwise decreases brightness.
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.
Control Wheel Map Lights

To replace the map light bulb, grasp the rim of the
bulb, push it straight up, and then turn the bulb
counterclockwise as far as possible. Pull the bulb
straight down and out of the socket. The replace-
ment bulb is a 24 RB.
LIMITATIONS
FAA-approved (AFM).
EMERGENCY/
ABNORMAL

QUESTIONS
1. Use landing lights during:
A. Landing and takeoff
B. Landing only
C. Taxiing
D. Cruising
2. The taxi/recognition lights are:

A. On the nose gear
B. On the wingtips
C. In the wing leading edges
D. In the front of the engine cowl
3. The strobe lights are required:

A. In instrument conditions
B. During night operations
C. Whenever the engine is operating
D. Only when taxiing
3 LIGHTING
4. The courtesy lights are controlled by:

A. Exterior lighting switch
B. Cabin light switch
C. Landing light switch
D. Battery switch
5. The flashing beacon is used for:

A. Anticollision protection
B. Recognition during ground operations
C. Operation in instrument conditions
D. Both A and B

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
QUESTIONS.......................................................................................................................... 4-5
4 MASTER WARNING
SYSTEM

TABLES
Table Title Page
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

CONTROLS AND LIMITATIONS

INDICATIONS For specific information on limitations, refer to the
FAA-approved (AFM).
CAS ANNUNCIATIONS
Table 4-1 describes each CAS annunciation, its
color, and the cause for its appearance. EMERGENCY/
ABNORMAL
OPERATION For specific information on Emergency/Abnormal
When the annunciation window is displayed, the
flight management system (FMS) knob can be used
to scroll through the messages. A white horizontal
line separates acknowledged annunciations from
those that are not yet acknowledged.
Pressing the ALERTS softkey displays the ALERTS

window. The FMS knob can then be used to scroll
through the alert messages. Pressing the ALERTS
softkey a second time closes the ALERTS window.
Selecting the flashing softkey acknowledges the

alert, and the softkey returns to the alerts. If alerts
are still present the ALERTS label appears in white
with black text.
WARNING—A WARNING alert, which is accom-

panied by a continuous chime, requires immedi-
ate attention. Pressing the WARNING softkey
acknowledges the WARNING alert and stops the
4 MASTER WARNING
chime.
SYSTEM
CAUTION—A CAUTION alert, which is accom-

panied by a single chime, indicates abnormal con-
ditions that can require intervention. Pressing the
CAUTION softkey acknowledges the alert.
ADVISORY—This level of alert, which gener-

ates no aural tone, provides general information.
Pressing the ADVISORY softkey acknowledges
the alert.

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
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.

Figure 4-1. CAS ANNUNCIATIONS (CONT.)
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).
STARTER ON Indicates the starter-generator is operating in starter mode.
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
2. Pressing the ALERTS softkey for the crew

alert system displays the:
A. ALERTS window
B. Status of scheduled maintenance
C. Next waypoint in the flight plan
D. Hazardous weather detected within 100
NM of the aircraft position
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
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
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 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.

5 FUEL SYSTEM
5-2
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

UNIT
HEATED LOW PRESSURE FUEL
BYPASS/DRAIN FUEL HIGH FLOAT TANK
PRESSURE
HIGH PRESSURE FUEL HP PUMP
FILTER
FUEL INSIDE TANK/GRAVITY FEED LINES LEVER
STATIC FUEL GEAR VALVE
FOR TRAINING PURPOSES ONLY
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
AND PRESSURE AND PRESSURE

RELIEF VALVE RELIEF VALVE
Figure 5-1. Grand Caravan EX Fuel System

Revision 2.2
FUEL
MANIFOLD
FLOW
DIVIDER/
FUEL CAN DUMP VALVE
AND DRAIN
VENT
FUEL FLOW
TRANSDUCER

FUEL
CONTROL
UNIT
ENGINE DRIVEN
FUEL PUMP
FUEL FILTER
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
Figure 5-2. 208 Fuel System
5 FUEL SYSTEM
Figure 5-4. 208 Fuel Filter Bypass Flag

Figure 5-3. Grand Caravan EX Fuel
Filter Bypass Pop-Up Pin valve allows the pilot to stop all fuel flow to the
engine.
DESCRIPTION After passing through the shutoff valve, fuel is
routed through the fuel oil heat exchanger assem-
Fuel flows from the tanks through the two fuel tank bly, which includes a fuel filter. If the fuel filter
shutoff valves at each tank. Fuel flows by gravity becomes blocked with foreign material, the filter
from the shutoff valves in each tank to the fuel begins bypassing fuel. A red filter bypass pop-up
reservoir. The reservoir is at the low point in the pin on the top of the filter exteends upward.
fuel system, which maintains a head of fuel around
the ejector pump and boost pump in the reservoir. NOTE
The head of fuel prevents pump cavitation in low
fuel quality situations, especially during in-flight In 675 SHP Caravans fuel is routed
maneuvering. through a fuel filter on the front side of
the firewall.
Reservoir fuel is pumped by the ejector pump or
by the electric auxiliary boost pump to the Fuel Fuel is then routed to the engine-driven fuel pump,
Oil Heat Exchanger Assembly. The ejector pump is where the pressurized fuel is delivered to the fuel
driven by motive fuel flow from the engine driven control unit. The fuel control unit meters the fuel
fuel pump. If the ejector pump fails, then the elec- and directs it to the flow divider, which distributes
tric pump starts automatically, thereby supplying the fuel to the dual manifolds and 14 fuel nozzles
fuel to the engine-driven pump. in the combustion chamber.
NOTE NOTE
In 675 SHP Caravans reservoir fuel is In 675 SHP Caravans Fuel from the filter
pumped by the ejector pump or by the is routed through the oil-to-fuel heater.
electric auxiliary boost pump to the res-
ervoir manifold.
Fuel rejected by the engine on shutdown drains into
5 FUEL SYSTEM
a fuel ecology tank mounted on the engine side of

The boost pump supplies fuel flow during starting. the firewall on the left side. When the engine is
Fuel in the reservoir flows through a fuel shutoff restarted, motive flow fuel draws the accumulated
valve on the aft side of the firewall. The shutoff fuel out of the ecology tank and back into the fuel
circulation.

Vent lines with check valves from each fuel tank

vent the fuel system. The vent lines protrude from
the trailing edge of the wing at the wingtips. The
fuel reservoir is vented to both wing tanks. The
fuel vent system must be operational for flight.
Complete blockage causes decreased fuel flow and
eventual engine stoppage.
COMPONENTS
Grand Caravan EX DRAIN VALVES
Drain valves are on:
• Lower surface of each wing at the inboard

end of the fuel tank
• Left side of the cargo pod for pod-equipped
aircraft
• Underside of the fuselage if the cargo pod
is not installed
The drain valves for the wing tanks are externally
flush-mounted, tool-operated poppet valves.
208
Figure 5-5. FUEL TANK FUEL PUMPS
SELECTORS Levers
The fuel reservoir has an ejector pump and a boost
pump. The ejector pump is driven by motive flow
fuel and provides fuel flow during normal engine
operation. The boost pump operates for engine
starting and when fuel pressure drops below 2.5
psi. It is controlled by the FUEL BOOST switch.
NOTE
In 675 SHP Caravans the boost pump
operates for engine starting and when
fuel pressure drops below 4.75 psi.
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
engine. The fuel filter has a bypass mechanism that

In 675 SHP Caravans fuel rejected by
reroutes fuel around the filter if the filter becomes
the engine on shutdown drains into a
clogged. The fuel filter is located in the fuel oil heat
fireproof fuel can on the front left side
exchanger assembly.
of the firewall.

CONTROLS AND
INDICATIONS
FUEL TANK SELECTORS
Left and right FUEL TANK SELECTORS are
on the overhead panel; each has ON and OFF
positions.
Each selector mechanically controls the position

of two fuel tank shutoff valves at each wing tank.
FUEL/OIL SHUTOFF KNOB

The manual firewall fuel shutoff valve is controlled
by a red FUEL/OIL SHUTOFF push-pull knob on
the right side of the pedestal. In 675 SHP Caravans
the knob has a press-to-release button in the center
that locks the knob in position when the button is
released.
NOTE
In 675 SHP Caravans the label is FUEL
SHUTOFF
FUEL BOOST SWITCH

The FUEL BOOST switch is on the left sidewall
switch panel. The switch has OFF, NORM, and ON
positions. When the switch is positioned to OFF,
the fuel boost pump is inoperative.
When the switch is positioned to NORM, the pump

is armed and operates when fuel pressure in the
fuel manifold assembly drops below 2.5 psi. The
NORM position is used for all normal engine oper-
ations in which main fuel is provided by the ejec-
tor pump and the boost pump is used as a standby.
When the switch is positioned to NORM an inter-
mitiant amber FUEL BOOST ON message indi-
Figure 5-7. FUEL BOOST Switch cates that the boost pump is cycling on and off.
5 FUEL SYSTEM
NOTE
The fuel filter is located on the firewall
for the 675 SHP Caravans

FUEL FILTER BYPASS POP-UP

INDICATOR
A red filter bypass pop-up indicator is on top of
the fuel filter. The extended red flag indicates that
the fuel filter is clogged and that raw fuel is enter-
ing the powerplant. The flag remains up until reset
by a maintenance technician. The pin must not be
reset by the pilot.
NOTE
In 675 SHP Caravans the Fuel Filter
Bypass Pop-Up Indicator is referred to
as a flag.
FUEL FLOW INDICATION

A fuel flow indication beneath the fuel quantity
gauges indicates fuel consumption in pounds per
hour based on Jet A fuel. Fuel flow is measured
downstream of the fuel control unit before the fuel
is routed to the flow divider. The fuel flow indica-
tion receives power from a F FLOW NG and NP
and PROP RPM circuit breaker on the CB panel.
Figure 5-8. Fuel Flow and Quantity FUEL QUANTITY INDICATION

Indicators
Fuel quantity is measured by four fuel quantity
transmitters (two in each tank) and indicated on the
NOTE engine indication system (EIS) on the multifunc-
In the 675 SHP Caravans when the tion display (MFD).
switch is positioned to NORM, the
pump is armed and operates when fuel The fuel quantity indications display volume in
pressure in the fuel manifold assembly pounds (based on the weight of Jet A fuel on a
drops below 4.75 psi. standard day) and gallons.
A red line and the letter E indicate an empty tank.

When the switch is positioned to ON, the boost When the indicator shows an empty tank, approxi-
pump operates continuously. The ON position is mately 2.8 gallons of unusable fuel remain in the
used for engine start and low fuel pressure as indi- tank.
cated by the FUEL BOOST ON message.
The fuel quantity indicators receive power from the
AUDIO ALERTS LEFT FUEL QTY and RIGHT FUEL QTY circuit
breakers on the left sidewall CB panel.
5 FUEL SYSTEM
A single chime sounds if either or both FUEL

TANK SELECTOR controls are positioned to
OFF. The aural alert system is powered through WARNING
the START CONT circuit breaker and has its own
The accuracy of the fuel quantity indica-
nonpullable FUEL SEL WARN circuit breaker.
tor is affected in flight by uncoordinat-

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
Fuel Drains JP-4 and other naphtha-based fuels can

cause severe skin and eye irritation.
Before each flight and after each refueling, use a
clear sampler and drain fuel from the inboard fuel
tank sump quick-drain valves, outboard fuel tank
quick drain valves (only on the low wing), and fuel LIMITATIONS
reservoir quick-drain valve. The sampler deter-
mines whether contaminants are present and if the For specific information on limitations, refer to the
aircraft is fueled with the proper fuel. FAA-approved (AFM).
NOTE
5 FUEL SYSTEM
On 675 SHP Caravans this would also EMERGENCY/

include sampling fuel from the fuel fil-
ter quick-drain valve. ABNORMAL


MESSAGE DESCRIPTION
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.
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.
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
4. Fuel rejected during engine shutdown:

A. Drains onto the ground from the manifold
B. Drains into a fireproof fuel can on the
firewall
C. Drains into the reservoir tank
D. Is pumped into the left wing tank
5. The two FUEL TANK SELECTOR knobs on

the overhead panel:
A. Are both normally ON in flight
B. Are both normally OFF during refueling
C. Are OFF during ground operations
D. Both A and B

5 FUEL SYSTEM

6 AUXILIARY POWER
SYSTEM
CHAPTER 6
AUXILIARY POWER SYSTEM
The material normally covered in this chapter is

not applicable to this airplane.

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

CABIN HEAT FIREWALL SHUTOFF OFF Knob...................................................... 7-11

Engine Controls............................................................................................................. 7-12
Engine Indication System.............................................................................................. 7-14
ETM.............................................................................................................................. 7-16
OPERATION........................................................................................................................ 7-19
7 POWERPLANT
New Engine Break-in and Operation............................................................................ 7-19

Engine Ignition.............................................................................................................. 7-19
Engine Shutdown.......................................................................................................... 7-20
Oil.................................................................................................................................. 7-20
Oil Grade Specification................................................................................................. 7-20
LIMITATIONS...................................................................................................................... 7-20
EMERGENCY/ABNORMAL.............................................................................................. 7-20
Hot Starts....................................................................................................................... 7-20
QUESTIONS........................................................................................................................ 7-23
7-ii FOR TRAINING PURPOSES ONLY Revision 2.2

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.

quarts and includes a dipstick and drain plug. Total • Compressor

oil system capacity, including tank, engine sumps,
lines, and filter, is 14 U.S. quarts. • Air intake
• Accessory drive
MAJOR SECTIONS REDUCTION GEAR

The reduction gear is a two-stage planetary gear,
For descriptive purposes, the engine is divided enclosed in a case forming the front of the engine.
into seven major sections (Figure 7-1) from front The planetary gear reduces the high rpm/low
to rear, as follows:
7 POWERPLANT
torque of the power turbine to the low rpm/high

torque required by the propeller.
• Reduction gear
• Exhaust The planetary gear also drives the propeller tach
generator, the propeller governor, and the propeller
• Turbine overspeed governor. A conventional torquemeter in
• Combustor the reduction gearcase provides cockpit indication
of the power delivered to the propeller.
Grand Caravan EX
208
Figure 7-1. Engine Major Sections

INTEGRAL OIL TANK

CAPACITY 9.5 QUARTS
7 POWERPLANT
OIL FILTER
AND CHECK
VALVE
BYPASS
VALVE CHIP
CHIP DETECTOR
DETECTOR
Figure 7-2. Oil System Schematic
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.

ACCESSORY DRIVE NOTE

The accessory drive section forms the aft part of On the 675 SHP Caravans Oil-to-fuel
the engine and contains the reduction gear for the heater is on the top rear of the acces-
engine-driven accessories. sory case
• I nternal oil filter on the right side of the oil

ENGINE SYSTEMS tank
• Oil cooler on the right side of the nose cowl
7 POWERPLANT
ENGINE LUBRICATION • Oil Sight Glass

SYSTEM NOTE
The lubrication system includes a pressure system, The 675 SHP Caravans do not include
a scavenge system, and a breather system (Figure an Oil Sight Glass.
7-2). The main components of the lubrication sys-
tem include:
An oil dipstick/filler cap is at the l eft rear of the
• Integral oil tank at the back of the engine engine and is accessible when the left side of the
upper cowling is raised (Figure 7-3). The oil tank
• Oil pressure pump at the bottom of the oil capacity is 9.5 U.S. quarts. Total system capacity
tank is 14 U.S. quarts. The top 5 quarts are measured by
the dipstick (Figure 7-4). Maintain the oil level to
• Internal double-element scavenge pump in
within 1.5 quarts of MAX HOT or MAX COLD
the accessory gear box (AGB)
as appropriate.
• External double-element scavenge pump on
the back of the accessory case
• O
il-to-fuel heater on the bottom rear of the
accessory case

Figure 7-3. Oil Dipstick/Filler Cap

form an engine dry motoring run before

checking the oil level.
OIL TANK
FILLER CAP
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.
Ignition is controlled by an IGNITION and

STARTER switches on the left sidewall switch
MAX. COLD°
panel (Figure 7-5). The IGNITION switch has an

ON and NORM position. The NORM position
arms the ignition system for initiation when the
STARTER switch is positioned to START.
IMPERIAL LITERS
QUARTS
0.833 0.95
1
1.66 1.90
2
2.49 2.85
4 US QUARTS 3
Figure 7-5. IGNITION and STARTER

Switches
3.32 3.80
Use the NORM position during all ground starts
Figure 7-4. Oil Dipstick Markings and during airstarts with starter assist. The ON
position provides continuous ignition regardless
of the STARTER switch position. The ON posi-
NOTE tion is used for:
To obtain an accurate oil reading, check
the oil either within 10 minutes after en- • Operation on water-covered runways
gine shutdown while the oil is hot (MAX • Flight during heavy precipitation
HOT mark) or before the first flight
of the day while the oil is cold (MAX • Inadvertent icing encounters until the inertial
COLD mark). If engine oil still is warm separator has been in bypass for 5 minutes
10 minutes after engine shutdown, per-

• 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
Figure 7-6. INTERTIAL SEPARATOR Handle and Indications

FUEL INLET LEGEND

WARMED FUEL
ENGINE OIL
COLD FUEL THERMAL ELEMENT
PUSHROD
SLEEVE VALVE
FUEL
OUTLET
7 POWERPLANT
FUEL
OUTLET
OIL INLET OIL OUTLET
OPEN
OIL INLET OIL OUTLET
OPEN
Figure 7-7. Fuel Oil Heat Exchanger
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)
Figure 7-8. Engine Fuel System
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

switch panel (see Figure 7-5). The switch has OFF,

START, and MOTOR positions.
The OFF position deenergizes the ignition and

starter circuits and is in the normal position at all
times except during engine start.
The START position energizes the starter-gener-

ator, which rotates the gas generator portion of
the engine for starting. The START position also
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.
An interlock between the MOTOR position of

the STARTER switch and the IGNITION switch PROPELLER
prevents the starter from motoring unless the The aircraft has an all metal, three-bladed, constant-
IGNITION switch is in the NORM position. This speed, full-feathering, reversible, single-acting,
prevents unintentional engine motoring with the governor- regulated propeller. A setting introduced
ignition on. Starter contactor operation is indicated into the governor with the propeller control lever
by an amber STARTER ON message. establishes the propeller speed (Figure 7-10).
ENGINE FIRE DETECTION NOTE

SYSTEM On the 675 SHP Caravans there is an
optional composite-material.
The engine fire detection system includes a heat
sensor in the engine compartment, a red ENGINE
FIRE message, and a warning horn above the pilot. The PROP RPM lever is on the center control ped-
A TEST switch is to the left of the pilot primary estal. To feather the propeller blades, position the
flight display (PFD) (Figure 7-9). When the switch control lever to FEATHER. Counterweights and
is toggled to the FIRE DETECT position, the red spring tension twist the propeller blades through
ENGINE FIRE message appears and the warning high pitch and into the streamlined or feathered
horn sounds, indicating that the fire warning cir- position.
cuitry is operational. The system is protected by a
FIRE DET circuit breaker on the CB panel. To unfeather the propeller blades, position the
PROP RPM lever forward of the FEATHER gate.
The unfeathering system uses engine oil pressure
to force the propeller out of feather.

7 POWERPLANT
7-10
LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
INLET AIR

REVERSING CAM
NORMAL
GOVERNOR
FUEL CONTROL UNIT
Py AIR
AIR BLEED LINK
PILOT VALVE BETA VALVE

PROPELLER
OVERSPEED TO FROM
GOVERNOR SUMP SUMP
TEST
SOLENOID
VALVE
TO SUMP
Revision 3.0
Figure 7-10. Propeller System (Cruise)

Reversed propeller pitch decreases landing ground Overspeed

roll. To accomplish reverse pitch, the POWER level
is retarded beyond IDLE and well into the BETA With the PROP RPM lever at the desired rpm, an
range. Maximum reverse power is accomplished by overspeed condition occurs when the propeller rpm
retarding the POWER level to the MAX REVERSE is driven above the preselected speed. Overspeed
position, which increases power output from the conditions occur during flight altitude changes or
gas generator and positions the propeller blades at sudden power lever changes, or rapid changes in
full reverse pitch. atmospheric condition.
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.
One firewall shutoff valve is in the bleed-air supply

Onspeed line to the cabin heating system and one is in the
In an onspeed condition in forward thrust, the forc- cabin return line. The knob normally is pushed in
es on the engine, propeller, and propeller governor unless a fire is indicated in the engine compartment.
are in balance. With the PROP RPM lever at the
desired rpm, the propeller blades are at the correct
pitch angle to absorb the power being developed
by the engine.

7 POWERPLANT
Figure 7-11. Engine Controls
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.
The FUEL CONDITION lever controls the mini-

CAUTION mum rpm of the gas generator turbine (Ng) when
the POWER lever is positioned to IDLE. The FUEL
The EMERGENCY POWER lever and CONDITION lever has the following positions:
its associated manual override system is
an emergency system and is used only • CUTOFF—Shuts off all fuel to the engine
when a fuel control unit malfunctions. fuel nozzles.
• L
OW IDLE—Positions the control rod stop
Inappropriate use of the EMERGENCY POWER to provide an rpm of 55% Ng.
lever can adversely affect engine operation and
durability. Using the EMERGENCY POWER lever NOTE
during normal operation of the POWER lever can On 675 SHP Caravans LOW IDLE—Po-
cause engine surges or exceedance of interstage sitions the control rod stop to provide an
turbine temperature (ITT), Ng, and torque limits. rpm of 52% Ng.
PROP RPM Lever • HIGH IDLE—Positions the control rod stop

to provide an rpm of 65% Ng.
The PROP RPM lever is linked to the propeller
governor on the top front section of the engine. The
lever controls propeller governor settings from the Quadrant Friction Lock
MAX rpm position to the full FEATHER position. A quadrant friction lock on the right side of the
pedestal minimizes creeping of engine controls
The PROP RPM lever has MAX, MIN, and once they are set. The friction lock is a knurled
FEATHER positions. The MAX position, which knob that increases friction on the engine controls
is used when high rpm is desired, governs the pro- when rotated clockwise.
peller speed at 1,900 rpm. The PROP RPM lever
settings from the MAX position to the MIN posi-
tion permit selection of the desired engine propel-
ler rpm for cruise.

ENGINE INDICATION SYSTEM

The engine indication system (EIS) provides graph-
ical indications and numeric values for engine, fuel,
and electrical system parameters.
The EIS is displayed in a vertical strip on the left

side of the PFD during engine starts and on the
multifunction display (MFD) during normal opera-
tion. If either the MFD or PFD fails during flight,
7 POWERPLANT
the EIS is shown on the remaining display.
The EIS consists of two pages that are selected

using the ENGINE softkey. The ENGINE page
displays indications for:
• Engine torque
• Engine ITT
• Gas generator rpm%
• Propeller rpm
• 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.
When the ENGINE softkey is pressed, the SYS-

TEM softkey appears next to the ENGINE softkey.
The SYSTEM page displays numerical values for
parameters on the ENGINE page that are shown
as indications only. Torque, ITT, Ng% and PROP
RPM are displayed identically on the SYSTEM Figure 7-12. EX and 208 Engine and
page. System Indciations
The SYSTEM page also provides numerical indica-
tion for fuel quantity, fuel totalizer (pounds remain- NOTE
ing and pounds used), generator amps, standby On 675 SHP Caravans the System page
alternator amps, battery amps, bus voltage, anti-ice also displays propeller amps.
remaining (gallons of fluid and hours remaining).

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

110% and minor tick marks at 10% intervals from NOTE

50% to 100%, with a redline at 103.7%.
The Oil temperature is displayed on a
2-digit display on the ENGINE page in
NOTE
675 SHP Caravans. Normal operation
In 675 SHP Caravans the gauge has tick is indicated between 10°–99°C. Cau-
marks at 0%, 12%, 50%, and 105%, tion is indicated by an amber region
with a redline at 101.6%. from –5°C to less than 10°C and from
100°–104°C. Red lines are included at
-41° and 105°C.
Fuel Flow
7 POWERPLANT
Refer to the “Fuel System” section of this chapter

for details on fuel flow indications. OVERSPEED GOVERNOR
PUSH TO TEST Switch
Oil Pressure The OVERSPEED GOVERNOR PUSH TO TEST
switch on the left side of the instrument panel is
Oil pressure (OIL PSI) is displayed as a varied used for testing the propeller overspeed governor
color tape and 3-digit display on the ENGINE page. during engine runup. Pressing the switch actuates
A transducer senses oil pressure from the acces- a solenoid on the overspeed governor that resets
sory case and transmits the information to the EIS. the governor at 1,750 rpm.
Normal operation is indicated from 85–105 psi.
Caution is indicated by an amber bar from 40–84
psi. Warning is indicated by red lines and red
flashing digits at less than 39 psi and greater than
106 psi. The red OIL PRESS LOW message also
appears when low oil pressure is detected.
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
Oil Temperature To check for proper operation of the overspeed

Oil temperature (OIL°C) is displayed as a varied governor during engine runup, press the OVER-
color tape and 3-digit display on the ENGINE page. SPEED GOVERNOR PUSH TO TEST switch,
The oil temperature indication is operated by an and then advance the POWER lever until propel-
electrical-resistance temperature sensor. Normal ler rpm stabilizes. Propeller rpm is not to exceed
operation is indicated between 32°–99°C. Caution 1,750 ± 60 rpm.
is indicated by an amber region from –40°C to less
than 31°C and from 100°–104°C. Red lines are
included at -41° and 105°C. Digits vary in color ETM
between green, amber, or red in correlation with
the pointer and tape. ALTAIR FAST
Not yet Approved

ALTAIR Avionics ADASd Using the engine condition trend monitoring

(ECTM), replaces the required fixed hourly inter-
The ALTAIR avionics ADASd system monitors val for hot section inspection with an on-condition
engine operation, including engine parameters, inspection. The data can be used by P&WC to
indicated airspeed, pressure altitude, outside air grant time between overhaul (TBO) extensions.
temperature, and particle separator position. (P&WC requires ADASd for engine specific TBO
extension.)
The system also monitors battery voltage as well
as the position of the emergency power lever and Additionally, ADASd can identify the occurrence
the bleed air cabin heat control valve. The system of engine operating parameter events. The ADASd
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.
If ETM CAPTURE and PREV EXCEED display ADASd Operation

together indefinitely, then the processor did not fin- For ADASd operation, an account must be estab-
ish booting. Ensure that the processor has power lished with ALTAIR Avionics in order to use the
from both circuit breakers and that the battery is service. The account is established through Cessna
connected (the battery switch does not have to be Aircraft Company upon delivery of the aircraft.
on). If the ADASd processor boots after avionics 1 The account allows access to the ALTAIR avionics
boots, then the ETM EXCEED and ETM FAULT website. Once the account is established, the MLP
appear momentarily while the processor boots. software is downloaded to the computer operator.
ADASd does not boot from avionics 2.
The MLP software communicates with the proces-
If a serious event is recorded in a previous flight, sor for downloading information to the laptop or
then the white PREV EXCEED CAS message PDA. All necessary documents and instructions
appears. Pressing the TRND/ACK softkey extin- are available through this site. The data retrieved
guishes the message until the next shutdown. from the processor can then be uploaded to a lap-
top or PDA for viewing and analysis. If the analy-
If the message is not acknowledged and the engine sis indicates a serious condition, the operator can
is started, then the message changes to a white be contacted.
ETM EXCEED message and remains displayed
after the engine starts.

OPERATION break-in procedures. The engine may be operated

safely throughout the normal ranges authorized
by the manufacturer upon delivery of the aircraft.
Air is introduced through the engine air intake
from the nacelle inlet scoop through the inertial
separator, and turned 180° to enter the axial com- ENGINE IGNITION
pressor (Figure 7-14). Air pressure is increased by
a diffusion process and directed to the centrifugal For most operations, leave the IGNITION switch in
compressor to increase air velocity. The velocity of the NORM position. When the switch is at NORM,
the compressor outlet air is converted to pressure the ignition is on only when the STARTER switch
by a diffuser and directed to the combustor, where is in the START position.
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
FUEL NOZZLE IGNITER
Figure 7-14. Engine Air Intake

ENGINE SHUTDOWN EMERGENCY/

The standby alternator receives field current from ABNORMAL
the hourmeter/AC circuit breaker. In an emergency
condition, the standby alternator can be brought For specific information on Emergency/Abnormal
online without positioning the BATTERY switch procedures, refer to the FAA-approved AFM.
to ON.
For normal engine shutdown procedures position HOT STARTS

the STBY ALT PWR switch to OFF before shutting A hot start is caused by excessive fuel flow at nor-
7 POWERPLANT
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
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
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.


11. When the STARTER switch is positioned to

START:
A. The IGNITION switch must be positioned
to ON
B. The ignition system is energized
C. The starter-generator functions as a
generator
D. The ignition system is deenergized
7 POWERPLANT
12. During the overspeed governor test, the pro-

peller rpm should not exceed:
A. 1,900 ± 60 rpm
B. 1,250 ± 60 rpm
C. 1,750 ± 60 rpm
D. 2,000 ± 60 rpm

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION.................................................................................................................. 8-1
DESCRIPTION....................................................................................................................... 8-1
COMPONENTS..................................................................................................................... 8-2
Heat Sensor..................................................................................................................... 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
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 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:
• 425°F (218°C) on the firewall (first section)

• 625°F (329°C) around the exhaust (second
section)
• 450°F (232°C) on the rear engine compart-
ment (third section)
Figure 8-1. CABIN HEAT FIREWALL
CONTROLS AND SHUTOFF Knob
8 FIRE PROTECTION
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.
CABIN HEAT FIREWALL

SHUTOFF KNOB
The CABIN HEAT FIREWALL SHUTOFF knob
is a push-pull knob on the lower right side of the
center pedestal (Figure 8-1). When pulled, the knob Figure 8-2. TEST Switch
actuates two firewall shutoff valves: one in the bleed
air supply line to the cabin heating system and
one in the cabin return line. The knob normally is OPERATION
pushed in unless a fire is suspected in the engine
compartment.
TEST SWITCH
The TEST switch is left of the avionics CB panel.
When the switch is toggled to the FIRE DETECT–
UP position, the ENGINE FIRE CAS annunciation
appears and the warning chime sounds, indicating
that the fire warning system is operational.

The system is protected by the FIRE DET circuit

breaker on the left sidewall CB panel.
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.
To operate the portable fire extinguisher, remove

the extinguisher from its bracket on the pilot-side
door, hold it upright, and then aim it at the base of
the fire. Using the attached ring, pull the pin from
the extinguisher.
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

FAA-approved (AFM).
EMERGENCY/
ABNORMAL
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
2. The fire-detection system only warns of a fire

in the engine compartment.
A. True
B. False
3. The temperature at which the fire warning ini-

tiates is:
A. 218°C–329°C
B. 100°C–200°C
C. 510°F–900°F
8 FIRE PROTECTION
D. 220°F–330°F
4. The CABIN HEAT FIREWALL SHUTOFF

knob:
A. Activates an engine fire extinguisher
B. Secures the firewall if an engine fire occurs
C. Turns off the bleed-air heat if the passen-
gers are too hot
D. Deactivates the engine fire extinguisher
5. According to the “Engine Fire in Flight”

checklist, a red ENGINE FIRE CAS annun-
ciation and warning chime:
A. Requires activation of the FIRE DETECT
switch
B. Requires declaration of an emergency
C. Requires considering the five memory
items associated with the “Engine Fire in
Flight” checklist
D. Requires activation of the fire extinguisher

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION.................................................................................................................. 9-1
DESCRIPTION....................................................................................................................... 9-2
VACUUM LOW FLAG................................................................................................... 9-2
LIMITATIONS........................................................................................................................ 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
Figure 9-1. Pneumatic System Schematic
DESCRIPTION CONTROLS AND

The vacuum system provides suction for the stand- INDICATIONS
by attitude indicator.
VACUUM LOW FLAG
Vacuum is obtained by passing regulated compres-
sor outlet bleed air through a vacuum ejector. Bleed A red flag appears on the standby attitude indica-
air flowing through an orifice in the ejector creates tor when a possible low vacuum condition exists
the suction necessary to operate the instruments. in the vacuum system.
The vacuum system consists of the standby attitude
indicator, a bleed-air pressure regulator, a vacuum
ejector on the forward left side of the firewall, a
vacuum relief valve and vacuum system air filter
on the aft side of the firewall.

LIMITATIONS
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
Figure 9-2. Standby Atitude Indicator
9 PNEUMATICS

CHAPTER 10
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
Anti-Ice Fluid Quantity Indicator.................................................................................. 10-8

Fluid Tank Sight Glass.................................................................................................. 10-9

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
10 ICE AND RAIN

PROTECTION

CHAPTER 10
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
porous panels on the leading edges of the aircraft

PROTECTION
(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

LASER DRILLED TITANIUM

POROUS PANELS
SLINGER RING WINDSHIELD FLUID TANK AND

FOR PROPELLER SPRAY BAR EQUIPMENT PACK–PUMPS,
FILTERS, TIMERS
Figure 10-1. Ice Protection Airframe Components
propeller. Single and combined pump operation • Alternate static source

and timed pumping provide a range of flow rates
for different icing conditions. An on-demand gear • Left and right heated pitot-static tubes
pump supplies fluid to the windshield spray bar for • Wing inspection light
clear vision through the windshield (Figure 10-2).
• Engine-driven generator
For aircraft approved for flight into known icing • Engine inertial separator
conditions, they are approved as defined by 14
CFR, Part 23, and for use in continuous maxi- • Heater and defroster
mum and maximum intermittent icing envelopes, • Standby electrical system
as defined by 14 CFR, Part 25, Appendix C, Pilot’s
Operating Handbook and Airplane Flight Manual • Windshield ice detector light
(POH/AFM). The aircraft is approved for flight • Heated lift detector (stall warning system)
into such conditions only if the following Cessna
and FAA-approved equipment is installed and fully • Vortex generators
operational:
WARNING
• I ce protection system, including porous pan-
10 ICE AND RAIN
It is essential in cold weather to re-

PROTECTION
els on the leading edges of the wing, hori-

zontal and vertical stabilizers, wing struts, move even the smallest accumulations
propeller fluid slinger ring, and windshield of frost, ice, snow, or slush from the
spray bar wing and control surfaces. To assure
complete removal of contamination,

Revision 3.0

EQUIPMENT PACK ASSEMBLY
FILTERS HIGH PRESSURE

SWITCH
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
Figure 10-2. Anti-Ice Protection System
10 ICE AND RAIN

PROTECTION
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 outer skin of the ice protection panels are

PROTECTION
0.0353 inches (0.9 mm) titanium, which provides

WARNING strength, durability, lighter weight, and corrosion
The in-flight ice protection equipment resistance.
does not remove ice, snow, or frost ac-

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.
FLUID TANK WINDSHIELD SPRAY BAR

A 20.8 gallon (75.8 liter) tank and an equipment A windshield spray bar on the pilot forward line
pack on the cargo pod are used to apply fluid to the of sight windshield cleans ice obstructions from
leading edges, propeller, and windshield. A service the windshield. Fluid is provided on demand by a
port for the tank is on the left side of the cargo pod, dedicated gear pump.
near the left main landing gear.
PITOT-STATIC AND STALL
EQUIPMENT PACK HEAT SYSTEM
The equipment pack consists of: A pitot-static heat system assures proper airspeed
indications and prevents ice formation if ice condi-
• Two metering pump—pump No.1 and pump tions conducive to icing (visible moisture at 41°F
No. 2 or 5°C). The system consists of heating elements
• On-demand gear pump in the left and right pitot-static tubes.
• Fluid system filters A heating element in the stall warning vane and
• Fluid level sender sensor on the wing leading edges provides addi-
tional ice protection. The stall warning sensors are
• Low fluid switch monitored for failure; if failure occurs an amber
• High pressure switch STALL HEAT crew alert system (CAS) message
appears.
• Cracking (check) valves
• Solenoid ENGINE INERTIAL SEPARATOR
• Wire harness SYSTEM
• Timers (see Figure 10-2) The inertial separator system in the engine air inlet
duct prevents ice buildup on the compressor inlet
The metering pumps propel fluid as needed through
screen.
nylon tubes from the tank through microfilters to
the leading edge surfaces and propeller. The micro-
filters remove contaminants from the fluid and pre- WING INSPECTION LIGHT
vent blockage of the porous panels.
A wing inspection light is flush-mounted in the left
Four proportioning units distribute the fluid to wing leading edge-to-fuselage fairing. The light
each porous panel and the propeller slinger ring. allows visual detection of ice accumulation on the
As such, the left wing and strut, the right wing and wing and is required for flight into known icing
strut, the vertical and horizontal stabilizers, and the conditions (Figure 10-3).
propeller slinger ring each have a dedicated pro-
portioning unit. The light is controlled with the two-position WING
10 ICE AND RAIN
LIGHT switch on the ANTI-ICE switch panel. The

PROTECTION
switch is spring-loaded to the off position and must

PROPELLER SLINGER RING be held in the on position to illuminate the wing
inspection light.
A fluid slinger ring and feed nozzle on the pro-
peller delivers ice protection to the propeller. The

Figure 10-3. Wing Inspection Light Figure 10-4. Windshield Ice Detect Light
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.

GRAND CARAVAN EX 208

Figure 10-5. Circuit Breaker Panels
MAX FLOW SWITCH The NORM or HIGH position must be selected

on the PRIMARY switch in order to select MAX
The MAX FLOW switch is used in heavy or severe FLOW AIRFRAME operation.
icing conditions. When the switch is positioned to
MAX FLOW AIRFRAME (up), the spring-loaded The AIRFRAME position runs both metering
switch activates the MAX FLOW AIRFRAME pumps for 2 minutes, and then returns the pumps
operation, and then returns immediately to the to NORM or HIGH as selected on the PRIMARY
center position. switch. The MAX FLOW AIRFRAME operation
cycles until the operation times out after 2 minutes
or until the PRIMARY switch is positioned to OFF.
10 ICE AND RAIN

PROTECTION
Figure 10-6. Anti-Ice Instrument Panel

The spring-loaded WINDSHIELD position is for • NORMAL–PUSH—Use for all other

intermittent clearing of the pilot forward wind- operations.
shield as needed. The WINDSHIELD position acti-
vates an independent gear pump, which supplies Refer to the POH/AFM for performance changes
fluid to the pilot windshield. The pump runs for 4 associated with the INERTIAL SEPARATOR han-
seconds upon release of the switch. dle operations.
BACKUP SWITCH ANTI-ICE FLUID QUANTITY

INDICATOR
The BACKUP switch provides redundancy if the
other operations are inoperable. The BACKUP The fluid level sensor in the fluid tank monitors
switch activates an independent electrical system fluid quantity. The fluid level sender transmits an
(circuit breakers, wire bundle, and switch), which electrical signal to the avionics system, based on
runs metering pump No. 2 continuously. When the fluid level. The system converts the signal to a
the switch is positioned to ON, the low pressure digital readout on the multifunction display (MFD)
sensor is armed. The windshield pump operates (Figure 10-7).
independently of the PRIMARY and BACKUP
switch positions. The MFD can operate either in engine display or
system display. Engine display operation displays
PITOT/STATIC HEAT SWITCH
The two-position PITOT/STATIC HEAT switch,
when positioned to ON provides electrical heat to
the pitot-static tubes for proper operation or the
aircraft during icing conditions.
The LEFT PITOT HEAT and RIGHT PITOT

HEAT circuit breakers on the CB panel protect
the pitot-static heat system.
STALL HEAT SWITCH

FLUID QUANTITY
The STALL HEAT switch controls the heating
element in the stall warning vane and sensor. The
READOUT
switch is protected by the STALL WARN circuit
breaker on the CB panel.
Figure 10-7. Fluid Quantity Indication
INERTIAL SEPARATOR
CONTROL HANDLE
only the gallons of fluid remaining.
The INERTIAL SEPARATOR control handle on
the lower instrument panel has two positions: The system display operation displays gallons and
time remaining until fluid is depleted, and is valid
• BYPASS–PULL—Use when flying through only when NORM or HIGH are selected. When
10 ICE AND RAIN
visible moisture such as clouds, rain, snow, the BACKUP switch is position to ON, the time
PROTECTION
and ice-crystals with an outside air tempera- remaining is invalid.

ture (OAT) of 41°F (5°C) or lower. Use also
for ground operations or takeoff from dusty Time remaining is based on fluid quantity and
or sandy field conditions to minimize inges- the selected operation (when anti-ice is off, time
tion of foreign particles into the compressor. remaining is based on normal operation).

A green readout indicates at least 20 minutes of

fluid remains in the NORM position or at least 8
minutes of fluid remains in the HIGH position.
An amber background on the readout indicates 20

minutes or less fluid remaining in NORM position.
A red readout indicates 5 minutes or less of fluid

remaining in the NORM position, and 1 minute
or less in the MAX FLOW AIRFRAME position.
The minimum fluid level for dispatch is 11.7 gal-
lons and is indicated on the fluid tank sight glass.
FLUID TANK SIGHT GLASS

A fluid tank sight glass is near the filler assembly
inside the cargo pod access door, forward of the
left wing strut (Figure 10-8). The witness mark
on the sight glass is used to determine the proper
fluid quantity for dispatch into known icing condi-
tions. The sight glass is viewed through the cargo
pod door.
To ensure minimum dispatch quantity, perform the

following steps:
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
operations: operation, and runs pump No. 1 continuously.

• PRIMARY switch
°° HIGH

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.
NORM Position WINDSHIELD Position

The NORM position arms the low pressure, high Use the WINDSHIELD position for intermittent
pressure, and low level sensors for active operation, operation of the windshield spray bar to clear the
and cycles both pumps on for 20 seconds, and then pilot forward vision windshield as needed. To
off for 100 seconds. use the windshield spray bar, position and hold
the MAX FLOW switch to the WINDSHIELD
To use normal operation, position the PRIMARY position.
switch to NORM (center). To terminate pump
operation, position the PRIMARY switch to OFF. Holding the spring-loaded switch at the WIND-
SHIELD position releases windshield fluid con-
tinuously. Releasing the switch returns it to OFF
MAX FLOW SWITCH (center) and terminates windshield pump opera-
tion 4 seconds later. The timer interval applies an
AIRFRAME Position optimum burst of fluid to the windshield at the
The max flow airframe operation is used in heavy selected interval.
or severe icing conditions.
CAUTION
To activate the max flow airframe operation, posi-
tion the PRIMARY switch to NORM or HIGH, Do not run the windshield pump con-
and then position the MAX FLOW switch to AIR- tinuously for more than 10 seconds,
FRAME (up). and allow at least 10 seconds between
operations. The windshield takes ap-
The spring-loaded switch activates the operation, proximately 30 seconds to clear after the
and then returns immediately to the center position. MAX FLOW switch is released.
To terminate the operation, position the PRIMARY
switch to OFF.
BACKUP SWITCH
Fluid Consumption ON Position
The MAX FLOW switch operations have the fol- Use the BACKUP switch if the PRIMARY or
lowing maximum endurance levels with a full tank MAX FLOW switches are not functioning. The
of fluid: BACKUP switch activates an independent elec-
trical system (circuit breaker, wire bundle, and
• PRIMARY switch switch), which runs metering pump No. 2 continu-
°° NORM—3 hours 25 minutes ously in the HIGH position.
°° 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

FAA-approved (AFM).
EMERGENCY/
ABNORMAL
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
5. When operating with the anti-ice fluid control

switch in NORMAL, a green readout on the
MFD indicates that at least:
A. 20 minutes of fluid remain
B. 15 minutes of fluid remain
C. 10 minutes of fluid remain
D. 5 minutes of fluid remain

10 ICE AND RAIN
PROTECTION

11 AIR CONDITIONING
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
LIMITATIONS...................................................................................................................... 11-8
QUESTIONS........................................................................................................................ 11-9

11 AIR CONDITIONING
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

11 AIR CONDITIONING
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.

11 AIR CONDITIONING
Ventilating air is obtained from an inlet on each Evaporator

side at the forward fuselage and through a ram-air
inlet on each wing. A plenum chamber in the cen- The evaporator works like a heat exchanger, and
ter of the cabin ceiling distributes ventilating air to takes heat from the closed system and adds it to
individual overhead outlets. the air.
Defrosting air is obtained from heated air direct- Condenser

ed to the forward cabin through outlets behind
the instrument panel and/or the two windshield Gas leaving the compressor flows to the condenser.
defroster outlets. The condenser also acts like a heat exchanger, but
it draws heat from the air and adds it to the closed
system.
AIR CONDITIONING
SYSTEM CONTROLS AND INDICATIONS
Controls for the air conditioning system are on the
DESCRIPTION AIR CONDITIONING control panel on the bottom
of the instrument panel directly above the control
Cooled air is supplied to the cabin through 16 over- pedestal (Figure 11-1).
head adjustable outlets (one above the pilot and
front passenger, 11 directly above the rear-seat pas-
sengers, and three on the aft bulkhead). The pilot
and passenger overhead outlets swivel, and have a
rotating nozzle that controls airflow volume.
The air conditioning system includes:
• Belt-operated compressor in the engine

accessory compartment
• Two evaporator units with integral blowers Figure 11-1. Air Conditioning Controls
in the left and right wing root areas and one
in the tail cone behind the aft bulkhead
• System condenser in the engine compartment AIR CONDITIONING SWITCH
• Refrigerant lines under the floorboards that Positioning the AIR CONDITIONING switch to
interconnect the compressor, evaporator, and COOL starts the compressor and evaporator fans
the condenser (Figure 11-1). Positioning the switch to VENTI-
LATE activates only the evaporator fans, which
COMPONENTS provide uncooled ventilating air to the cabin. The
OFF position turns off the compressor and evapo-
rator fans.
Compressor
The refrigeration cycle begins with the compressor.
It compresses the refrigerant gas which is compar- AC FANS Switches
atively cold and at a low pressure as it leaves the The AC FANS switches include three, two-position
evaporator. The gas leaving the compressor is at a switches that provide separate HIGH and LOW
high temperature and high pressure. speed control to the LEFT, AFT, and RIGHT evap-
orator fans (Figure 11-1).

11 AIR CONDITIONING
System electrical protection is provided by four NOTE

15-amp circuit breakers on the left sidewall CB
panel: For increased cooling during ground
static conditions, increase Ng to 60–
• LEFT VENT BLWR 65% for a higher air conditioning com-
pressor rpm.
• RIGHT VENT BLWR
• AFT VENT BLWR Ground operation of the air conditioner
with the propeller in beta range for pro-
• AIR COND CONT longed periods causes the air condition-
ing compressor pressure safety switch to
OPERATION disengage the compressor clutch. Pre-
vent this situation.
Ground Operation
After preflight inspection and engine start, close If the temperature of the air coming
the cabin doors and windows. Push in all instru- from the outlets does not start to cool
ment panel vent controls and close all overhead within a minute or two the system can be
vent air outlets. Open all overhead air outlets and malfunctioning and must be turned off.
advance the FUEL CONDITION lever as required
for minimum Ng of 55%. Position all AIR CONDI-
TIONING FANS switches to HIGH and the COOL In-Flight Operation
–OFF–VENTILATE switch to COOL.
Initially, it can be desirable to operate the system
with the AC FANS switch on HIGH for fast cool
NOTE down. Later in the flight, operating the fans on
On 675 SHP Caravans a minimum Ng of LOW and opening the overhead vent air controls
54% is required for ground operations. can provide a more comfortable environment.
During extended flight when temperature and

CAUTION humidity are extremely high, the evaporator coils
can accumulate frost. If frost forms, as evidenced
Under extremely hot outside air tem-
by reduced airflow, position the COOL–OFF–
perature (OAT) and/or high ground el-
VENTILATE switch to VENTILATE and posi-
evation conditions, the idle interstage
tion the AIR CONDITIONING FANS switches to
turbine temperature (ITT) can exceed
HIGH. Doing so increases the evaporator discharge
the maximum idle ITT limitation of
temperature sufficiently to clear the frost.
700°C. Advance the FUEL CONDI-
TION lever toward HIGH IDLE to
increase the idle Ng as required to main- NOTE
tain a satisfactory ITT 700°C or lower. A high-pressure safety switch in the
air conditioning system disengages the
compressor clutch and stops system op-
CAUTION eration if the system becomes overload-
ed. The system cycles on again when
On 675 SHP Caravans maximum ITT the pressure drops. If the system does
is 685°C. Advance the FUEL CON- not restore within a reasonable period,
DITION lever toward HIGH IDLE to it can be malfunctioning and must be
increase the idle Ng as required to main- turned off.
tain a satisfactory ITT 685°C or lower.
Use the blower portion of the air conditioning sys-
tem at any time outside air cabin air circulation are

11 AIR CONDITIONING
desired. Position the COOL–OFF–VENTILATE

switch to VENTILATE and then position the AC
CABIN HEATING,
FANS switches to LOW or HIGH as desired. VENTILATING, AND
The switch settings can be retained before and DEFROSTING SYSTEM
after landing.
DESCRIPTION
WARNING The temperature and volume of airflow to the cabin
Operation of the air conditioner can are regulated by the cabin heating, ventilating, and
cause compass deviation of more than defrosting system (Figure 11-2). Air distribution
10°. for the passenger versions of the CE-208 and CE-
208B is shown in Figure 11-2.
The aircraft has a 25-fpm reduction in climb perfor- In the heating system, hot compressor outlet P3 air
mance, 1 to 2 knots true airspeed decrease in cruise is routed from the engine through a flow control
performance, and approximately 1% increase in valve and then through a mixer/muffler. There it is
fuel required for a given trip as a result of air con- mixed with cabin return air or warm air from the
ditioner installation. compressor bleed valve to obtain the correct air
temperature before the air is routed to the cabin
When climbing at altitude above the critical altitude air-distribution system.
for 675 shaft horsepower (SHP) (ITT at maximum
climb, ITT limit and torque below 2,397 ft-lbs), Ventilating air is obtained from an inlet on each
there is a 25 fpm loss in maximum rate of climb. side at the forward fuselage and through two ram
air inlets, one on each wing at the upper end of
NOTE the wing struts. The wing inlet ventilating air is
On 675 SHP Caravans a 10-fpm reduc- routed through the wing into a plenum chamber in
tion in climb performance, 1 to 2 knots the center of the cabin top. The plenum distributes
true airspeed decrease in cruise perfor- ventilating air to individual overhead outlets at the
mance, and approximately 1% increase two seat positions and to passenger outlets in the
in fuel required for a given trip as a re- passenger version.
sult of air conditioner installation.
COMPONENTS
NOTE
On 675 SHP Caravans When climbing
Ventilating Outlets
at altitude above the critical altitude for Two adjustable ventilating outlets, one above each
675 shaft horsepower (SHP) (ITT at seat, permit individual ventilation to the pilot and
maximum climb, ITT limit and torque the front passenger. Eight adjustable overhead ven-
below 1,865 ft-lbs), there is a 25 fpm tilation outlets provide ventilation to passengers.
loss in maximum rate of climb. The swivel outlets can be adjusted for optimum
ventilation. Airflow volume is controlled by rotat-
When cruising at altitude where the maximum ing the outlet nozzle, which controls an internal
allowable cruise power is below the torque limit, as valve.
noted in the cruise performance tables in Section 5
of the POH/AFM, reduce this setting by 40 ft-lbs CONTROLS AND INDICATIONS
when the air conditioner is operating. This results
in an approximate 2 KTAS decrease in maximum The cabin heating, ventilating, and defrosting sys-
cruise performance and a slight increase (1%) in tem controls are on the CABIN HEAT control
fuel required for a given trip. panel.

Revision 3.1
LEGEND
Liquid Refrigerant
Vapor Refrigerant
Cold Air
EVAPORATOR Outside Air

RECEIVER / DRYER
WEMAC
AFT EVAPORATOR
CONDENSER
CABIN VENTS
COMPRESSOR
EVAPORATOR
AIR DISTRIBUTION DUCT

11-5
Figure 11-2. Air Conditioning Schematic
11 AIR CONDITIONING
11 AIR CONDITIONING
BLEED AIR HEAT Switch CAUTION

A two-position BLEED AIR HEAT switch con- On 675 SHP Caravans leaving the
trols the bleed air control valve (Figure 11-2). The BLEED AIR HEAT Switch can result
ON position opens the flow control valve, allowing in a hot start or abnormal acceleration
hot bleed air to flow to the cabin heating system. to idle.
The OFF position closes the valve, shutting off hot
bleed air to the heating system.
MIXING AIR Knob-GRD Position
TEMP Selector Knob The MIXING AIR–push-pull control is used to mix
A rotary TEMP knob modulates the opening and compressor bleed air with hot compressor outlet
closing of the flow control valve, which controls the air in the GRD position.
volume and temperature of cabin airflow. Clock-
wise rotation of the knob increases the airflow vol- When the control is positioned to GRD (pulled
ume and temperature. out), warm compressor bleed valve air (P2.5) mixes
with hot compressor outlet air (P3) in the mixer/
NOTE muffler.
If more cabin heat is needed while on Use the GRD position during ground operation
the ground, position the FUEL CONDI- when warm compressor bleed valve air (P2.5) is
TION lever to HIGH IDLE. available below 89% Ng (PT6A-114A) or 92% Ng
(for PT6A-114A engines) and when the bleed air is
Some delay (hysteresis) can occur when adjust- used to augment the hot compressor outlet bleed air
ing bleed air temperature. The resulting volume supply (P3) in cold ambient temperatures.
of bleed air can be different when approaching a
particular temperature selector knob position from
a clockwise direction versus a counterclockwise MIXING AIR Knob-FLT Position
direction. The MIXING AIR-push-pull control mixes cabin
return air with hot compressor outlet air in the FLT
For best results rotate the temperature selector knob position.
fully clockwise and then slowly rotate it counter-
clockwise to decrease bleed air flow to the desired When the control is positioned to FLT (pushed
volume. in), cabin return air mixes with the hot compressor
outlet air (P3) in the mixer/muffler. Recirculation
A temperature sensor in the outlet duct from the of cabin return air enables the heating system to
mixer/muffler operates in conjunction with the maintain the desired temperature for proper cabin
TEMP knob. A high temperature (overheat) condi- heating.
tions in the outlet duct energizes the temperature
sensor, which closes the flow control valve and Use the FLT position on the ground when ambi-
shuts off the source of hot bleed air from the engine. ent temperatures are mild and maximum heating
is not required. When the switch is positioned to
CAUTION FLT, the excess warm compressor bleed valve air
(P2.5), available at power settings below 92% Ng
Leaving the BLEED AIR HEAT Switch for PT6A-114A engines, exhausts overboard from
ON and the TEMP control knob fully the mixing air valve.
OPEN can result in a hot start or abnor-
mal acceleration to idle.

11 AIR CONDITIONING
Figure 11-3. CABIN HEAT FIREWALL

SHUTOFF Knob
NOTE Figure 11-4. VENT AIR Control Knobs

The MIXING AIR control must always
be positioned to FLT (pushed in) when FWD CABIN–Position
the aircraft is in flight. Cabin return air
must be allowed to flow through the mix- The FWD CABIN-PUSH position directs heated
ing valve and blend with hot compres- air to the forward cabin. When the control is posi-
sor outlet air during high engine power tioned to FWD CABIN (pushed in), heated air is
operation in order to maintain proper directed to the forward cabin through four heater
temperature in the cabin heat distribu- outlets behind the instrument panel and/or the two
tion system. If the FLT position is not windshield defroster outlets.
used during flight, the system can over-
heat and cause an automatic shutdown. Position the control to any intermediate setting for
the desired distribution of heated air to the forward
and aft cabins.
AFT CABIN Position
The AFT CABIN position directs heated air to the
aft cabin.When the control is positioned to AFT
CABIN (pulled out), heated air is directed to the
aft cabin heater outlets on the cabin sidewalls at
floor level.
Figure 11-5. Instrument Panel Vent Knobs

11 AIR CONDITIONING
DEFROST–Position progressively opens the wing shutoff valves. If the

aircraft has cabin ventilation fans but no air con-
The DEFROST-push-pull control directs forward ditioning, then rotating the knobs to the full FAN/
cabin air to the windshield defroster. When the OPEN position also activates the ventilation fans.
control is positioned to DEFROST (pulled out),
forward cabin air is directed to two defroster outlets
at the base of the windshield. Note that the AFT Instrument Panel Vent Knobs
CABIN-PULL/FWD CABIN-PUSH control must Two VENT knobs are on each side of the instru-
be pushed in for forward cabin air defrosting. ment panel. Each knob is used to control ventila-
tion from an outlet next to each knob. Pulling each
CABIN HEAT FIREWALL knob opens a small air door on the fuselage exte-
rior, which admits ram air for distribution through
SHUTOFF Knob the ventilating outlet (Figure 11-5).
A CABIN HEAT FIREWALL SHUTOFF knob is
on the lower right side of the center pedestal (Fig-
ure 11-3).
LIMITATIONS
When pulled out, the knob actuates two firewall
shutoff valves to the off position: one in the bleed-
FAA-approved (AFM).
air supply line to the cabin heating system and
one in the cabin return air line. The knob is to be
pushed in, unless a fire is suspected in the engine
compartment. EMERGENCY/
ABNORMAL
CAUTION
Do not position the CABIN HEAT procedures, refer to the FAA-approved AFM.
FIREWALL SHUTOFF knob to OFF
when the MIXING AIR control is posi-
tioned to GRD. Doing so causes a com-
pressor stall at low power settings when
the compressor bleed valve is open. The
engine must be shut down to relieve
back pressure on the valves prior to
opening the valves.
VENT AIR Control Knobs

Two rotary VENT AIR control knobs are on the
overhead console (Figure 11-4). The knobs control
operation of the shutoff valves in each wing, which
control the airflow to the cabin.
The right knob controls the right wing shutoff

valve and the left knob controls the left wing shut-
off valve.
When the VENT AIR control knobs are positioned

to CLOSE, the wing shutoff valves are closed.
Rotating the knobs to the FAN/OPEN position

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%
2. What must be accomplished when operat-

ing the air conditioning on the ground if ITT
threatens to exceed 700°C:
A. Advance the condition lever
B. Open outside air vents
C. Position AC FANS to HIGH
D. Position the BLEED AIR HEAT switch to
ON
3. Operation of the air conditioner can cause

compass deviation of more than:
A. 10°
B. 15°
C. 18°
D. 20°
4. The air conditioning system is:

A. Powered by the propeller reduction system
B. Electrically operated
C. Belt operated by the engine accessory
section
D. Extracts energy from exhaust gases as its
power source

CHAPTER 12
PRESSURIZATION
12 PRESSURIZATION

CHAPTER 13
HYDRAULIC POWER SYSTEM
13 HYDRAULIC POWER
SYSTEM

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
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.
OPERATION For additional information on limitations for this

aircraft, refer to the Pilot’s Operating Handbook
Effective ground control while taxiing is accom- and FAA-approved Airplane Flight Manual (POH/
plished through nosewheel steering using the rud- AFM).
der pedals to steer the nosewheel in the respective
direction. When the rudder pedal is pressed, a
spring-loaded steering bungee, which is connected
RIGHT MAIN
GEAR SPRING
RIGHT MAIN
ATTACH TRUNNION
RIGHT MAIN WHEEL
CENTER MAIN GEAR SPRING

STEEL TUBE
AXLE FITTING
14 LANDING GEAR
AND BRAKES
SHIMMY LEFT MAIN

DAMPENER RIGHT BRAKE ATTACH TRUNNION
SHOCK STRUT
TRUNNION LEFT MAIN

GEAR SPRING
AFT SUPPORT
FORWARD
SUPPORT
LEFT MAIN WHEEL

DRAG LINK
SPRING
NOSEWHEEL
Figure 14-1. Landing Gear System

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).
Figure 14-2. Nose Gear Frangible Stop
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.
Landing With A Flat Nose Tire

Move passengers and baggage aft if practical.
Remain within approved center-of-gravity enve-
lope. Approach the airport using full flaps. Upon
touchdown, keep the nose wheel off the pavement
for as long as possible during the landing roll. Use
the minimum amount of braking necessary.
Figure 14-4. Brake Fluid Reservoir

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).
When the aircraft is parked, both main wheel

brakes can be set using the parking brake, which EMERGENCY/
is operated by a handle on the lower left side of the
instrument panel. ABNORMAL
To apply the parking brake, set the brakes with the For specific information on Emergency/Abnormal
rudder pedals and pull the handle aft. To release the procedures, refer to the FAA-approved AFM.
parking brake, push the handle fully in.
Figure 14-5. Parking Brake
For maximum brake life, keep the brake system

properly maintained. For aircraft with metallic
brakes, hard brake application is beneficial in that
14 LANDING GEAR
the resulting higher brake temperatures help to

AND BRAKES
maintain proper brake glazing and expected brake

life. Conversely, the habitual use of light and con-
servative brake application is detrimental to metal-
lic brakes.

QUESTIONS
1. If the nose gear is turned past the maximum
placarded travel limit:
A. The frangible stop will be sheared off.
B. The entire nose gear must be replaced.
C. No damage has been done.
D. The aircraft must not be moved.
2. The rudder pedals can be used to steer the nose

gear approximately:
A. 50° either side of center
B. 26° either side of center
C. 15° either side of center
D. 10° either side of center
3. The parking brake is applied by:

A. Pumping the parking brake handle until
the brakes are set
B. Setting the brakes with the rudder pedals
and pulling the parking brake handle aft
C. Pressing the toe brakes and pulling the
parking brake handle aft
D. None of the above
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
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
surfaces, and a pair of spoilers above the outboard

ends of the flaps. The control surfaces are manu-
ally operated through mechanical linkages using a
control wheel for the ailerons, spoilers, and eleva-
tor, and rudder/brake pedals for the rudder.

PRIMARY FLIGHT SECONDARY FLIGHT

CONTROLS CONTROLS
The secondary flight controls include the wing
DESCRIPTION spoilers, the trim systems, and control locks.
The primary flight controls include the ailerons,
rudder, and elevator. These flight controls are con- WING SPOILER
trolled using the control yoke and column and the
rudder pedals. The wing spoilers improve lateral control of the
aircraft at low speeds by disrupting lift over the
appropriate flap.
COMPONENTS
Ailerons
Ailerons on the outboard trailing edge of both
wings provide lateral (roll) control about the lon-
gitudinal axis.
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
rudder through cables. Depressing the top of the TRIM SYSTEMS

nonadjustable rudder pedals activates the brakes.
Manually operated aileron, elevator, and rudder
trim systems are provided. Aileron trimming is
achieved by a trimmable servo tab attached to the
right aileron. The trim tab is connected mechani-

Figure 15-2. Aileron Servo Tab
Figure 15-4. Aileron Trim
which is attached to the forward rudder torque

tube and nose gear steering pushrod by rotating the
RUDDER TRIM wheel either left or right to the
desired trim position. Rotating the elevator wheel
to the right trims nose right; conversely, rotating it
to the left trims nose left.
Figure 15-3. Aileron Trim Tab

Emergency/Abnormal
cally to the AILERON TRIM knob on the control The ability to trim the rudder depends upon the
pedestal. nose gear extending fully and locking into the cen-
ter position. If the nose gear is not locked in the
center position, moving the RUDDER TRIM wheel
Operation only moves the nosewheel left or right and does
Rotating the AILERON TRIM knob to the right not affect the rudder. If several attempts to trim the
(clockwise) trims the right wing down; rotating rudder have no apparent effect on control forces,
the knob to the left (counterclockwise) trims the center the rudder trim control for the remainder of
left wing down. the flight and notify maintenance upon landing.
Elevator trimming is accomplished through two

15 FLIGHT CONTROLS
cable operated trim tabs using the ELEVATOR

TRIM wheel on the top left side of the control
pedestal.
Rudder trimming is accomplished through the

RUDDER TRIM wheel on the control pedestal,

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.
The lock includes a shaped steel rod and flag. The

flag identifies it as a control lock and cautions about
its removal before starting the engine (Figure 15-6).
Operation
To install the control lock, align the hole in the right
side of the pilot control wheel shaft with the hole
in the right side of the shaft collar on the instru-
ment panel, and insert the rod into the aligned holes
Installing the lock secures the ailerons in a neutral

position and the elevators in a slightly trailing-
edge down position. Proper installation of the lock
places the flag over the left sidewall switch panel.
The aircraft is equipped with a rudder gust lock

operated by an external handle on the left side of
the tail cone.
The rudder gust lock has a fail-safe connection to

the elevator control system to ensure it is disen-
Figure 15-5. ELEVATOR TRIM Wheel gaged before the aircraft becomes airborne. The
connection automatically disengages the lock when
the elevator is deflected upward from neutral.
15 FLIGHT CONTROLS
Figure 15-7. Rudder Lock

Figure 15-6. Control Wheel Lock

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.
STALL WARNING SYSTEM WARNING

The vane-type stall warning unit is in the leading The circuit breaker must be pushed in
edge of the left wing. It is electrically connected for landing.
to a stall warning horn in the pilot overhead panel.
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.
WING FLAP SYSTEM

The wing flaps are large-span, single-slot, and are
driven by an electric motor. The system is pro-
tected by the FLAP MOTOR circuit breaker on
the CB panel.
Figure 15-8. Stall Warning Vane

The vane in the wing senses the change in airflow
over the wing and operates the warning horn at air-
speeds of between 5 and 10 knots above the stall
Figure 15-9. Wing Flap
in all configurations.
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.

Figure 15-10. Overhead Panel
NOTE indicator while operating the standby system. Since

the standby flap system does not have limit switch-
In 675 SHP Caravans the selector lever es, actuation of the STBY FLAP MOTOR–UP –
is moved up or down in a slotted panel DOWN switch must be stopped before the flaps
that provides mechanical stops at the 10° reach full up or down travel to prevent damage to
and 20° positions. the flap motor mounts.
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
• Guarded and safety-tied (with breakable FAA-approved (AFM).
copper wire) STBY FLAP MOTOR switches
°° NORMAL–STBY positions
°° UP–DOWN positions EMERGENCY/
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
To operate the flaps with the standby system, lift the

guard and place the STBY FLAP MOTOR switch
in the STBY position.
Lift the guard and actuate the STBY FLAP

MOTOR UP–DOWN switch momentarily to UP
or DOWN as needed. Observe the flap position

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
2. The rudder lock:

A. Must be pulled out during engine start
B. Must be pushed in to lock the rudder
C. Must be released before towing the aircraft
D. Is on the center pedestal
3. The rudder trim system:

A. Operates a trim tab on the rudder
B. Is operated electrically
C. Moves only the rudder
D. Is controlled by a knob on the instrument
panel
4. The standby flap system is operated:

A. Until the flaps reach their stops
B. Until the flap position indicator reaches
the desired setting
C. By using the crank on the overhead panel
D. Hydraulically
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

16 AVIONICS
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
16-23. HSI with Bearing and DME Information........................................................... 16-16

16-24. Wind Data........................................................................................................... 16-16
16-25. G1000® Alerting System.................................................................................... 16-17
16-26. Traffic and TAWS Indications (Example)........................................................... 16-18
16-27. Terrain Colors..................................................................................................... 16-18
16-28. Current Radar Height......................................................................................... 16-18
16-29. ALT Setting (Timer/Reference/Window)........................................................... 16-18
16-30. RA as Altitude Source for MDA/DH.................................................................. 16-18
16-31. Altimeter Displaying the Ground Line (RAD ALT)........................................... 16-18
16-32. Radar Altimeter Invalid Data............................................................................. 16-18
16-33. MFD Normal Operations.................................................................................... 16-19
16-34. MFD Reversionary Mode................................................................................... 16-19
16-35. EIS Displays....................................................................................................... 16-19
16-36. Page Menu Examples......................................................................................... 16-21
16-37. Map Page............................................................................................................ 16-21
16-38. Waypoint Page.................................................................................................... 16-22
16-39. Auxiliary Page.................................................................................................... 16-22
16-40. Nearest Page....................................................................................................... 16-22
16-41. Flight Plan Page.................................................................................................. 16-23
16-42. Procedure Page................................................................................................... 16-24
16-43. Selecting a COM Radio for Transmit................................................................. 16-25
16-44. Switching COM Tuning Boxes........................................................................... 16-25
16-45. Tuning 121.500 MHz.......................................................................................... 16-25
16-46. NAV Frequency Tuning....................................................................................... 16-25
16-47. Selecting a NAV Radio for Navigation............................................................... 16-25
16-48. Intercom Controls............................................................................................... 16-26
16-iv FOR TRAINING PURPOSES ONLY Revision 3.1

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
Revision 3.1 FOR TRAINING PURPOSES ONLY 16-v

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
Revision 3.1 FOR TRAINING PURPOSES ONLY 16-vii

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).

16 AVIONICS
Figure 16-1. EX Integrated Avionics System

Revision 3.1
HIGH-SPEED DATA BUS (ETHERNET)
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT

NAV 1 116.90 115.40 EHF ETE 13:47 DTK 331° GS 175 DIS 38 128.375 127.100 COM1
PUSH
VOL ID NAV 2 112.50 117.80 FLW MAP - NAVIGATION MAP 121.500 122.450 COM2 PUSH
VOL SQ
TRQ C80 KHJO 10KT TRACK UP
20 KVISV459
N
NAV 15 EMERG COM
NAV1 116.90 115.40 EHF GMN EHF DIS 38.0NM BRG 331° 128.375 127.100 COM1 FT–LB
25
V248 24CL NAV1 116.90 115.40 EHF GMN EHF DIS 38.0NM BRG 331° 128.375 127.100 COM1
NAV2 112.50 117.80 FLW 121.500 122.450 COM2
X100 V165
GPS AP YD ALT 10000FT 10 30
V137 R NAV2 112.50 117.80 FLW GPS AP YD ALT 10000FT 121.500 122.450 COM2
2110
PUSH PUSH
VOL ID VOL SQ V459 PUSH
VOL ID
PUSH
VOL SQ
0
KPRB V23 KPTV
NAV 10 000
10300 EMERG COM PUSH
ITT
600 PUSH NAV 10 000
10300 EMERG COM
900
1-2 KDLO 1-2
170 20 20 2 0
°C
745
V113
170 20 20 2
10200 Ng V27
KSBP
BARO 10200
V485
160 50
100 V165 160
PUSH 10 10 10100 1 PUSH
% RPM V107 EHF
KRFL 10 10 10100 1
1-2 1-2
12
95.6 KNID L
PUSH
1-2
PUSH
1-2
150 20 PROP RPM 1900 150 20
3100 00 BARO BARO
145 100 -900 OIL PSI 95 KSMX V459 PUSH
STD 145 310000
100 -900
140 80 KVBC RANGE 140 80
9900 OIL °C 85 V25
V137 V23 9900
10 10 1 V27
V183 – + 10 10 1
130 FUEL QTY KMHV 130
9800 PUSH
STD L LBS R 9800 PUSH
STD
120 328° 2 RANGE V12

GMN
KEDW 120 328° 2 RANGE
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
V23.FRAME D MENU XBUR D MENU

316 V197 CLR ENT
V107
EHF 331° 38.0NM A–ICE GAL 4.7 V23 150NM
FMS
21
21
DFLT MAP
E
FRAME 324° 73.2NM TRAFFIC TOPO TERRAIN AIRWY LO STRMSCP NEXRAD XM LTNG BACK
E
FPL PROC FPL PROC

12 KFAT 334° 10.0NM 12
37.9NM S 15 50.0NM 37.9NM S 15 50.0NM
EHF FLW CLR ENT EHF FLW CLR ENT
OAT__– 5°c NAV1 NAV2 XPDR1 4234 ALT R LCL 08:44:27 OAT__– 5°c NAV1 NAV2 XPDR1 4234 ALT R LCL 08:44:27
FMS DFLT MAP FMS
?????? INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST ALERTS
DFLT MAP PUSH CRSR ?????? INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST ALERTS
PUSH CRSR PUSH CRSR
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
GSA 81 GSA 81 GSA 80 GSA 80

PITCH TRIM PITCH ROLL YAW
16-3
Figure 16-2. Garmin G1000 Integrated Avionics Architecture - SNs 208-0523 and earlier and 208B-2225 and earlier.
16 AVIONICS
16 AVIONICS
16-4
HIGH-SPEED DATA BUS (ETHERNET)
GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT

NAV 1 116.90 115.40 EHF ETE 13:47 DTK 331° GS 175 DIS 38 128.375 127.100 COM1
PUSH
VOL ID NAV 2 112.50 117.80 FLW MAP - NAVIGATION MAP 121.500 122.450 COM2 PUSH
VOL SQ
TRQ C80 KHJO 10KT TRACK UP
20 KVISV459
N
NAV 15 EMERG COM
NAV1 116.90 115.40 EHF GMN EHF DIS 38.0NM BRG 331° 128.375 127.100 COM1 FT–LB
25
V248 24CL NAV1 116.90 115.40 EHF GMN EHF DIS 38.0NM BRG 331° 128.375 127.100 COM1
NAV2 112.50 117.80 FLW 121.500 122.450 COM2
X100 V165
GPS AP YD ALT 10000FT 10 30
V137 R NAV2 112.50 117.80 FLW GPS AP YD ALT 10000FT 121.500 122.450 COM2
2110
PUSH PUSH
VOL ID VOL SQ V459 PUSH
VOL ID
PUSH
VOL SQ
0
KPRB V23 KPTV
NAV 10 000
10300 EMERG COM PUSH
ITT
600 PUSH NAV 10 000
10300 EMERG COM
900
1-2 KDLO 1-2
170 20 20 2 0
°C
745
V113
170 20 20 2
10200 Ng V27
KSBP
BARO 10200
V485
160 50
100 V165 160
PUSH 10 10 10100 1 PUSH
% RPM V107 EHF
KRFL 10 10 10100 1
1-2 1-2
12
95.6 KNID L
PUSH
1-2
PUSH
1-2
150 20 PROP RPM 1900 150 20
3100 00 BARO BARO
145 100 -900 OIL PSI 95 KSMX V459 PUSH
STD 145 310000
100 -900
140 80 KVBC RANGE 140 80
9900 OIL °C 85 V25
V137 V23 9900
10 10 1 V27
V183 – + 10 10 1
130 FUEL QTY KMHV 130
9800 PUSH
STD L LBS R 9800 PUSH
STD
120 328° 2 RANGE V12

GMN
KEDW 120 328° 2 RANGE
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
V23.FRAME D MENU XBUR D MENU

316 V197 CLR ENT
V107
EHF 331° 38.0NM A–ICE GAL 4.7 V23 150NM
FMS
21
21
DFLT MAP
E
FRAME 324° 73.2NM TRAFFIC TOPO TERRAIN AIRWY LO STRMSCP NEXRAD XM LTNG BACK
E
FPL PROC FPL PROC

12 KFAT 334° 10.0NM 12
37.9NM S 15 50.0NM 37.9NM S 15 50.0NM
EHF FLW CLR ENT EHF FLW CLR ENT
OAT__– 5°c NAV1 NAV2 XPDR1 4234 ALT R LCL 08:44:27 OAT__– 5°c NAV1 NAV2 XPDR1 4234 ALT R LCL 08:44:27
FMS DFLT MAP FMS
?????? INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST ALERTS
DFLT MAP PUSH CRSR ?????? INSET SENSOR PFD OBS CDI DME XPDR IDENT TMR/REF NRST ALERTS
PUSH CRSR PUSH CRSR
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
GSA 81 GSA 81 GSA 80 GSA 80

Revision 3.1
PITCH TRIM PITCH ROLL YAW
Figure 16-3. Garmin G1000 Integrated Avionics Architecture - SNs 208-0524 and on and 208B-2226 and on.
16 AVIONICS
COM FREQUENCY TRANSFER KEY
COM VOL/SQ
NAV VOL/ID KNOB NAV FREQUENCY TRANSFER KEY DUAL COM KNOB KNOB
DUAL NAV KNOB BARO KNOB JOYSTICK
Figure 16-4. PFD/MFD Controls
OPERATION AUTOMATIC FLIGHT CONTROL

SYSTEM CONTROLS
The avionics system controls are on the primary
flight display (PFD) and multifunction display The automatic flight control system (AFCS) is
(MFD) bezels, the mode controller, and the audio controlled through the GMC 710 mode control-
panel. ler are illustrated in Figure 16-5 and described in
Table 16-2.
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.

16 AVIONICS
Table 16-1. PFD/MFD CONTROLS
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.
CLR key Erases information, cancels entries, or removes page menus.
Dual FMS knob Flight management system (FMS) knob. Press the FMS knob to turn the selection cursor ON and OFF. When the 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.
ENT key Validates or confirms a menu selection or data entry.
AUDIO PANEL CONTROLS Upon power-up, key annunciators illuminate

momentarily on the audio panels, the mode con-
The audio panel controls are illustrated in Figure troller, and the display bezels.
16-6 and described in Table 16-3.
When the AHRS begins initializing, the annuni-
cation AHRS ALIGN: KEEP WINGS LEVEL is
POWER UP displayed on the PFD. The AHRS typically displays
During system initialization, test annunciations are valid attitude and heading fields within one minute
displayed (Figure 16-7). All system annunciations of power-up. The AHRS can align itself both while
disappear typically within 1 minute of power-up. taxiing and during level flight.

16 AVIONICS
Table 16-2. AFCS MODES
CONTROL FUNCTION
HDG key Selects/deselects heading select mode.
APR key Selects/deselects approach mode.
NAV key Selects/deselects navigation mode.
FD key Activates/deactivates the FD in the default pitch and roll modes. If the autopilot is engaged, the FD key is disabled.
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.
ALT key Selects/deselects altitude hold mode.
VS key Selects/deselects vertical speed mode.
FLC key Selects/deselects flight level change mode.
CRS2 knob Sets the copilot-selected course on the horizontal situation indicator (HSI) 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
VNV key Selects/deselects vertical navigation mode.
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.
YD key Engages/disengages the YD.
AP key Engages/disengages the AP.
BANK key Selects/deselects low bank mode.
CRS1 knob Sets the pilot-selected course on the HSI of PFD1 when the VOR1, VOR2, or OBS/SUSP mode is selected. Pressing
this knob centers the CDI on the currently selected VOR. The pilot-selected course provides course reference to the
pilot-side FD when operating in navigation and approach modes.
BC key Selects/deselects backcourse mode.
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.
Figure 16-5. Mode Controller (GMC 710)

16 AVIONICS
Table 16-3. AUDIO PANEL CONTROLS
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.
COM3 MIC Used for optional HF radio.
COM 1/2 Split COM is disabled on Cessna Caravan aircraft.
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.
DME Pressing turns distance measuring equipment (DME) audio on or off.
NAV1 When selected, audio from the No. 1 NAV receiver can be heard.
ADF Pressing turns on or off the audio from the automatic direction finder (ADF) receiver.
NAV2 When selected, audio from the No. 2 NAV receiver can be heard.
AUX Not used on Cessna Caravan aircraft

MAN SQ Press to enable manual squelch for the intercom. When active, press the PILOT knob
to illuminate SQ. Turn the PILOT/PASS knobs to adjust squelch.
PLAY Press once to play the last recorded audio. Pressing PLAY key during play begins
playing the previously recorded memory block. Each subsequent press of the PLAY key
will begin playng the next previously recorded block.
PILOT Pressing selects the pilot intercom isolation. Press again to deselect pilot isolation.
COPLT Pressing selects the copilot intercom isolation. Press again to deselect copilot isolation.
PILOT knob Press to switch between volume and squelch control 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.
Reversionary Pressing manually selects reversionary mode.

mode button
Figure 16-6. Audio Panel Controls

(GMA 1347)

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

16 AVIONICS
NAVIGATION
STATUS BOX
SLIP/SKID NAVIGATION
ATTITUDE INDICATOR STATUS BOX
INDICATOR COM FREQUENCY BOX
NAV FREQUENCY BOX
SELECTED ALTITUDE
AIRSPEED INDICATOR ALTIMETER
SELECTED ALTITUDE BUG
VERTICAL SPEED INDICATOR (VSI)

CURRENT HEADING
TURN RATE INDICATOR
TRUE AIRSPEED BAROMETRIC ALTIMETER SETTING
CURRENT TRACK BUG

SELECTED HEADING BUG
COURSE DEVIATION INDICATOR (CDI)
TRANSPONDER STATUS BOX
HORIZONTAL SITUATION INDICATOR (HSI)
SYSTEM TIME
OUTSIDE AIR TEMPERATURE (OAT) SOFTKEYS
Figure 16-9. Primary Flight Display (Default)
TRAFFIC AFCS STATUS MARKER BEACON GLIDE SLOPE COMPARATOR

RADAR ANNUNCIATION ANNUNCIATION ANNUNCIATION INDICATOR WINDOW
ALTIMETER
HEIGHT
SELECTED
HEADING
WIND DATA
INSET MAP
CAS MESSAGES
BEARING INFORMATION WINDOWS WINDOW
MINIMUM DESCENT
DME INFORMATION ALTITUDE/DECISION ALERTS WINDOW
WINDOW HEIGHT
SELECTED COURSE
Figure 16-10. Additional PFD Information

16 AVIONICS
ROLL POINTER ROLL SCALE ZERO
ROLL SCALE SKY REPRESENTATION
AIRSPEED TREND VECTOR
RED POINTER
AT VMO PITCH
SCALE
ACTUAL AIRSPEED
HORIZON
LINE
VSPEED REFERENCE
SPEED RANGES
TRUE AIRSPEED
LAND REPRESENTATION
Figure 16-11. Airspeed Indicator and Figure 16-12. Attitude Indicator

Pointer at VMO
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.
The airspeed trend vector is a vertical, magenta

Slip/Skid Indicator
line, extending up or down the airspeed scale, to the The slip/skid indicator is the bar beneath the roll
right of the color-coded speed range strip. The end pointer (Figure 16-13). The indicator moves with
of the trend vector corresponds to the predicted air- the roll pointer and moves laterally away from the
speed in 6 seconds if the current rate of acceleration pointer to indicate lateral acceleration.
is maintained. If the trend vector crosses VMO, the
text of the actual airspeed readout changes to yel-
low. The trend vector is absent if the speed remains
constant or if any data needed to calculate airspeed
is unavailable because of a system failure.
Attitude Indicator Figure 16-13. Slip/Skid Indicator

The attitude indicator information is displayed over
a virtual blue sky and brown ground with a white
horizon line. The attitude indicator displays the Slip/skid is indicated by the location of the bar rela-
pitch (indicated by the yellow symbolic aircraft tive to the pointer. One bar displacement is equal
on the pitch scale), roll, and slip/skid information to one ball displacement on a traditional slip/skid
(Figure 16-12). indicator.
The horizon line is part of the pitch scale. Above

and below the horizon line, major pitch marks and
numeric labels are shown for every 10°, up to 80°.

16 AVIONICS
Altimeter VNV TARGET

ALTITUDE
The altimeter displays 600 feet of barometric alti-
tude values at a time on a rolling number gauge
using a moving tape. Numeric labels and major
tick marks are at intervals of 100 feet.
Minor tick marks are at intervals of 20 feet. The

REQUIRED
current altitude is displayed in the black pointer. VERTICAL
VERTICAL
The selected altitude is displayed above the altim- DEVIATION SPEED
eter in the box indicated by a selection bug. A bug INDICATOR
VERTICAL
corresponding to this altitude is shown on the tape. SPEED
If the selected altitude exceeds the range shown POINTER
on the tape, the bug appears at the corresponding VERTICAL
edge of the tape. SPEED
INDICATOR
A magenta altitude trend vector extends up or down

the left of the altitude tape, with the end resting at
the approximate altitude to be reached in 6 seconds
at the current vertical speed. The trend vector is not Figure 16-14. Vertical Speed and Deviation
shown if altitude remains constant. The barometric Indicators (VSI and VDI)
pressure setting is displayed below the altimeter in
inches of mercury (in Hg).
Vertical Speed Indicator

The vertical speed indicator (VSI) displays vertical
speed with numeric labels and tick marks at 1,000
and 2,000 fpm intervals in each direction on the
nonmoving tape. Minor tick marks are at intervals
of 500 fpm (Figure 16-14).
GLIDEPATH
The current vertical speed is displayed in the point- INDICATOR
er, which also points to that speed on the nonmov-
ing tape. Digits appear in the pointer when the
ascent or descent rate is greater than 100 fpm. If
the rate of ascent/descent exceeds 2,000 fpm, the
pointer appears at the corresponding edge of the
tape and the rate appears inside the pointer.
A magenta chevron bug shows the required vertical

speed indication (RVSI) for reaching a VNV tar-
get altitude once the top of descent (TOD) within
1 minute alert is generated.
Figure 16-15. Glidepath Indicator
Vertical Deviation Indicator TOD within 1 minute alert. Full-scale deflection

The vertical deviation indicator (VDI) uses a (two dots) is 1,000 feet.
magenta chevron to indicate the baro-VNV verti-
cal deviation when vertical navigation (VNV) is
in use. The VDI appears in conjunction with the

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
Horizontal Situation Indicator SCALE
The HSI displays a rotating compass card in a

heading-up orientation (Figure 16-16). Letters
indicate the cardinal points, with numeric labels CROSSTRACK
CDI
at 30° intervals. Major tick marks are at 10° inter- ERROR
vals and minor tick marks at 5° intervals. A digital

reading of the current heading appears on top of Figure 16-17. Course Deviation
the HSI and the current track is represented on the Indicator
HSI by a magenta diamond. The HSI also presents NAVIGATION SOURCE
turn rate, course deviation, bearing, and navigation SELECTED ON BOTH PFDS
source information.
The 360° HSI contains a CDI with a course point-

er, to/from indicator, and sliding deviation bar and
scale (Figure 16-17). The course pointer is a single
line arrow (GPS, VOR1, and LOC1) or a double
line arrow (VOR2 and LOC2). The to/from arrow
rotates with the course pointer and is displayed
when the active NAVAID is received.
The CDI can display the GPS or NAV (VOR, local-

izer) navigation sources (Figure 16-18). Color indi-
cates the current navigation source: magenta for
GPS or green for VOR and LOC.
Figure 16-18. Navigation Sources

16 AVIONICS
Table 16-4. AUTOMATIC GPS CDI SCALING
Flight Phase Annunciation Automatic CDI Full-scale Deflection
Departure DPRT 0.3 nm
Terminal TERM 1.0 nm
Enroute ENR 2.0 nm
Oceanic OCN 2.0 nm
Approach 1.0 nm decreasing to 350 feet depending on variables

LNAV
(Non-precision)
Approach
(Non-precision with LNAV + V
vertical guidance)
Approach 1.0 nm decreasing to a specified course width, then 0.3 nm,
L/VNAV
(LNAV/VNAV) depending on variables
Approach
LPV
(LPV)
Missed Approach MAPR 0.3 nm
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
PRESSING THE OBS SOFTKEY

OBS SOFTKEY AGAIN RETURNS TO NORMAL
ENABLES OBS MODE OPERATION
Figure 16-19. Omni-Bearing Selector (OBS) Mode
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).
SUSP SOFTKEY SUSPENDS SUSP DME Information Window

WAYPOINT SEQUENCING ANNUNCIATION
The DME information window is displayed above
Figure 16-20. Suspending Automatic the BRG1 information window and shows the DME
Waypoint Sequencing label, tuning mode (NAV1, NAV2, or HOLD), fre-
quency, and distance. When a signal is invalid, the
distance is replaced by –.– – NM.
Turn Rate Indicator
The turn rate indicator is directly above the rotat- Outside Air Temperature
ing compass rose (Figure 16-21). Tick marks left
and right of the lubber line denote half-standard The OAT is displayed in degrees Celsius (°C) by
and standard turn rates. A magenta turn rate trend default in the lower left of the PFD.
vector shows the current turn rate. The end of the
trend vector gives the heading predicted in 6 sec- Wind Direction and Speed
onds, based on the present turn rate.
Wind direction and speed (relative to the aircraft)
A standard rate turn is shown on the indicator by in knots can be displayed in a window to the upper
the trend vector stopping at the standard turn rate left of the HSI. When the window is selected for
tick mark, corresponding to a predicted heading display, but wind information is invalid or unavail-
of 18° from the current heading. At rates greater able, the window shows NO WIND DATA. Wind
than 4°/second, an arrowhead appears at the end data can be displayed in three different ways, as
of the magenta trend vector and the prediction is illustrated in Figure 16-24.
no longer valid.

16 AVIONICS
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
BEARING POINTER POINTER BEARING

SOURCE ICON ICON SOURCE
DETAIL B DETAIL C
BEARING 1 BEARING 2
INFORMATION WINDOW INFORMATION WINDOW
Figure 16-23. HSI with Bearing and DME Information
OUTER MARKER MIDDLE MARKER INNER MARKER
DETAIL A
A
OPTION 1 OPTION 2 ALTIMETER
Figure 16-22. Marker Beacon

OPTION 1 OPTION21
OPTION OPTION 32
OPTION NO DATA Annunciations
320°T
21KT System Alerting
OPTION DETAIL ANO DATADETAIL A System alerting messages appear in the alerts win-
OPTION 3 NO DATA3
dow (in the lower right corner of the PFD), (Figure
Figure 16-24. Wind Data 16-25) when a warning, caution, advisory alert, or
G1000® message advisory occurs. System alert
Marker Beacon Annunciations messages are provided for awareness of G1000®
system problems or status and may not require
Marker beacon annunciations are displayed on the pilot action.
PFD to the left of the selected altitude. Outer mark-
er reception is indicated in blue, middle in yellow, The alerts window allows simultaneous display of
and inner in white (Figure 16-22). system alerts. The FMS knob can be used to scroll
through the alert messages. The alerts window is
enabled/disabled by selecting the ALERTS softkey.

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.
Critical values generated by redundant sensors are

monitored by comparators. If differences in the
sensors exceed a specified amount, the compara-
ALERTS WINDOW tor window appears in the upper right corner of the
PFD and the discrepancy is annunciated as MIS-
COMP (miscompare) in the comparator window. If
either or both of the sensed values are unavailable,
it is annunciated as a NO COMP (no compare).
SOFTKEY
ANNUNCIATION
Reversionary sensor selection is annunciated in a
window on the right side of the PFD. These annun-
Figure 16-25. G1000® Alerting System ciations reflect reversionary sensors selected on
either or both PFDs. Pressing the SENSOR softkey
If the window is already open when a new mes- accesses the ADC1, ADC2, AHRS1, and AHRS2
sage is generated, selecting the ALERTS softkey softkeys. These softkeys allow switching of the sen-
to acknowledge the message causes it to turn gray. sors being viewed on each PFD. Depending on the
The ALERTS softkey label changes to display the type of sensor failure, the G1000® can make some
appropriate annunciation when an alert is issued. sensor selections automatically. The GPS sensor
cannot be switched manually.
The annunciation flashes and the appropriate aural
alert sounds until acknowledged by pressing the
softkey. The softkey reverts to the ALERTS soft- Traffic
key label, and when pressed again, displays the Traffic is displayed symbolically on the inset map
alerts window. (PFD) (Figures 16-26 and 16-27).
The annunciation window appears to the right of
the VSI and displays abbreviated annunciation Terrain Awareness and Warning
text for aircraft alerts. Text color is based on alert System
level: warnings appear in red, cautions in yellow,
and advisory alerts in white. Alerts are displayed TAWS annunciations appear on the PFD to the
by priority. New warning and caution level alerts, upper left of the altimeter. Refer to the “Hazard
are displayed at the top and advisories at the bot- Avoidance” section of the Pilot’s Operating Hand-
tom, of the annunciation window. book and Airplane Flight Manual (POH/AFM) for
more information.
Warnings are time-critical and require immediate
attention. A flashing WARNING softkey annun- Radar Altimeter
ciation and single chime every 2 seconds indicates
the presence of a warning. The WARNING softkey When the radar height (the aircraft altitude above
flashes and the chime continues until acknowl- ground level detected by the radar altimeter) is
edged by the WARNING softkey being pressed. between –40 and 2,500 feet, the current value
is displayed in green above the current aircraft
Cautions indicate abnormal conditions that can heading (Figure 16-28). The radar height display
require intervention. A flashing CAUTION softkey becomes less sensitive as the height above ground
decreases. When the radar altimeter is selected as

16 AVIONICS
DETAIL A DETAIL B
A B
Figure 16-28. Current Radar Height
Figure 16-29. ALT Setting (Timer/

Reference/Window)
Figure 16-30. RA as Altitude Source

Figure 16-26. Traffic and TAWS for MDA/DH
Indications (Example)
the altitude source for minimum descent altitude

alerting function (Figure 16-29), the color of the
radar height changes to yellow (Figure 16-30). A
ground line is shown on the altimeter to display GROUND LINE
the aircraft height relative to the ground (Figure

16-31). If the data becomes invalid, the message
RA FAIL is displayed in yellow in place of the cur-
rent radar height (Figure 16-32). RADAR ALTIMETER
MINIMUMS BOX
Figure 16-31. Altimeter Displaying the

MFD DISPLAY Ground Line (RAD ALT)
The MFD provides an alternate display for essential
flight instrumentation from either PFD through the
use of reversionary mode.
Figure 16-32. Radar Altimeter Invalid Data
POTENTIAL IMPACT POINT
PROJECTED FLIGHT PATH
100' THRESHOLD UNLIGHTED OBSTACLE
1,000'
Figure 16-27. Terrain Colors

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).
Figure 16-33. MFD Normal Operations
Figure 16-34. MFD Reversionary Mode
EIS information uses dial gauges, vertical slider

indicators, horizontal bar indicators, and digital Figure 16-35. EIS Displays
readouts.
cate areas outside of normal operation not yet in
Green bands indicate normal range of operation; the caution and warning ranges.
yellow and red bands indicate caution and warn-
ing, respectively. White or uncolored bands indi- When unsafe operating conditions occur, readouts,
pointers, and labels flash and change color based

16 AVIONICS
Table 16-5. EIS INDICATIONS AND DESCRIPTION
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.
Generator speed gauge Displays gas generator speed as a percentage.

(NG % RPM)
Propeller speed Displays propeller speed in revolutions per minute (rpm)

(PROP RPM)
Oil pressure indicator Displays engine oil pressure in pounds per square inch (psi)
(OIL PSI)
Oil temperature indicator Displays engine oil temperature in °C

(OIL °C)
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)
Ammeter Displays DC current in amperes (amps) for the battery

(BAT AMPS)
Voltmeter Displays DC bus voltage

(BUS VOLTS)
Propeller heat Displays propeller deicing heater current

(PROP AMPS)
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.
The EIS information is on two displays, accessed System Display

using the ENGINE softkey on the MFD. The The system display is accessed by pressing the
ENGINE display is shown by default. SYSTEM softkey. Besides the gauges, all indica-
tions on this display are digital readouts, separated
If the EIS system display is currently shown, the into the following categories:
engine display can be selected by pressing the
ENGINE or BACK softkey. Critical changes in • Fuel (quantities and flow)
certain systems can automatically revert the EIS
to the ENGINE display. • Fuel totalizer (fuel remaining and used
calculations)
The top of the EIS displays indicators for torque, • Electrical
interstage turbine temperature (ITT), gas genera-
tor speed, and propeller speed (Figure 16-35 and When the MENU key is pressed it displays a con-
Table 16-5). If one of the optional ice protection text-sensitive list of options. The options pro-
systems is installed, the amount of TKS fluid in gal- vide access to additional features or allow changes
lons (A-ICE GAL) or the propeller deicing heater which specifically relate to the currently displayed

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.
When the panning function is selected by pressing

the joystick, the map pointer flashes on the map. A
window also appears at the top of the map show-
ing the latitude/longitude position of the pointer,
the bearing and distance to the pointer from the
aircraft present position, and the elevation of the
land at the position of the pointer.
When the map pointer is placed on an object, the

name of the object is highlighted (even if the name
was not originally displayed on the map). When
any map feature or object is selected on the map
display, pertinent information is displayed.
When the map pointer crosses an airspace bound-

ary, the boundary is highlighted and airspace infor-
Figure 16-36. Page Menu Examples mation is shown at the top of the display. The
information includes the name and class of air-
space, the ceiling in feet above mean sea level
(MSL), and the floor in feet MSL.
The MFD includes airport information and XM

information pages, which are selected first from
within a main page group with the FMS knobs,
then with the applicable softkey at the bottom of
the page.
When either page is selected, the page remains

displayed until a different page softkey is pressed.
Waypoints can be selected by entering the Interna-

tional Civil Aviation Organization (ICAO) identi-
fier, the facility name, or the city name.
Figure 16-37. Map Page

16 AVIONICS
When either a waypoint identifier, facility name,

or location is entered, the systems Spell ‘N’ Find™
feature searches the database and displays those
waypoints matching the characters entered.
A direct-to navigation leg to the selected waypoint

can be initiated by pressing the direct-to key on any
of the waypoint pages.
Communication and navigation frequencies can

be tuned automatically from various waypoint
information (WPT) pages (Figure 16-38), nearest
(NRST) pages, and the nearest airports window
(on the PFD). The autotuning feature simplifies
frequency entry over manual tuning. Refer to the
communication, navigation, and surveillance and Figure 16-38. Waypoint Page
the audio panel sections for details.
Waypoint Pages (WPT)

The waypoint pages (WPT) provide the following
types of information:
• Airport information pages

°° Airport information (INFO softkey)
°° Departure information (DP softkey)
°° Arrival information (STAR softkey)
°° Approach information (APR softkey)
°° Weather information (WX softkey)
• Intersection information Figure 16-39. Auxiliary Page
• Nondirectional beacon (NDB) information

• VOR information
• User waypoint information
Auxiliary Pages (AUX)

The auxiliary pages provide the following informa-
tion (Figure 16-39):
• 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

16 AVIONICS
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.
LNAV+V is indicated by the system during an

approach, with LNAV minimal used. The active
approach type is annunciated on the HSI as shown
in Table 16-6.
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.
Table 16-6. AUTOMATIC GPS CDI SCALING
HSI ANNUNCIATION DESCRIPTION EXAMPLE ON HSI
LNAV GPS approach using published LNAV minima.

GPS approach using published LNAV minima. Advisory APPROACH
LNAV+V
vertical guidance is provided. TYPE
L/VNAV • LNAV
(Available only if GPS approach using published LNAV/VNAV minima. • LNAV+V
WAAS equipped) • L/VNAV
• LPV
LPV
(Available only if GPS approach using published LPV minima.
WAAS equipped)

16 AVIONICS
ACTIVE STANDBY
FIELDS FIELDS
TOP SECTION OF
THE AUDIO PANEL
PRESS FOR 2 SECONDS

TO LOAD 121.500 MHz
TUNING BOX
Figure 16-45. Tuning 121.500 MHz
COM2 RADIO IS SELECTED

ON THE AUDIO PANEL Selecting the Navigation Radio
The NAV frequency controls and frequency boxes
are on the left of the MFD and PFD (Figure 16-46).
Figure 16-43. Selecting a COM Radio The MFD frequency controls and displays are
for Transmit linked to the PFD1 only. The active frequencies
are on the right and the standby frequencies are
An active COM frequency displayed in green indi- on the left.
cates that the COM transceiver is selected (COM1
MIC or COM2 MIC key). When both active COM TURN VOL/ID KNOB TO ADJUST
frequencies appear in white, then no COM radio is VOLUME. PRESS KNOB TO TURN
MORSE CODE ON OR OFF
selected for transmission. The PA key is selected on
PRESS THE FREQUENCY TRANSFER KEY TO
the audio panel. Frequencies in the standby field TRANSFER NAV FREQUENCIES BETWEEN
are displayed in white. ACTIVE AND STANDBY FREQUENCY FIELDS
TURN THE NAV KNOB TO
TUNE THE FREQUENCY IN
Selecting the Radio THE TUNING BOX
Press the small COM knob to transfer the frequency

tuning box and frequency transfer arrow between
the upper and lower radio frequency fields (Figure Figure 16-46. NAV Frequency Tuning
16-44). The small COM knob on the MFD links to
the pilot PFD (PFD1) only. The small COM knob
on the copilot PFD (PFD2) operates independently.
PRESS THE COM KNOB TO

SWITCH THE TUNING BOX FROM
ONE COM RADIO TO THE OTHER
Figure 16-44. Switching COM

Tuning Boxes
STANDBY ACTIVE
FIELDS FIELDS
Activating 121.500 MHZ
Press and hold the COM frequency transfer key
for 2 seconds to automatically load the emergency
COM frequency (121.500 MHz) in the active field
of the selected COM radio (the radio indicated with TUNING THE NAV RADIO IS
BOX SELECTED BY PRESSING
the transfer arrow) (Figure 16-45). THE CDI SOFTKEY
Figure 16-47. Selecting a NAV Radio

for Navigation

16 AVIONICS
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.
The PILOT/PASS knob controls volume or manual

squelch adjustment for the pilot and copilot/pas-
senger. The small knob controls the pilot volume
and squelch. The large knob controls the copilot/
passenger volume and squelch.
The VOL and SQ annunciations at the bottom of

the unit indicate which function the knob is con-
Figure 16-48. Intercom Controls trolling. Pressing the PILOT/PASS knob switches
between volume and squelch as indicated by illu-
mination of the VOL or SQ annunciation (Figure
Isolation Modes 16-49).
Pilot isolation is selected when the PILOT annun-
ciator illuminates. During pilot isolation, the pilot The MAN SQ key allows automatic or manual
can hear the selected radios and aural alerts and control of the squelch settings. When the MAN SQ
warnings. The copilot and passengers can commu- annunciator is extinguished (automatic squelch is
nicate with each other. The copilot is isolated from on), the PILOT/PASS knob controls only the vol-
aural alerts and warnings (Table 16-7). ume, and pressing the PILOT/PASS knob has no
effect on the VOL/SQ selection.When the MAN
Copilot isolation is selected when the COPLT SQ annunciator is illuminated (manual squelch),
annunciator illuminates. The copilot is isolated the PILOT/PASS knob controls both volume and
from the selected radios, aural alerts start and warn- squelch.
ings, and everyone else. The pilot and passengers
Table 16-7. ICS ISOLATION MODES
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
PILOT VOLUME OR MANUAL

SQUELCH. PRESS TO SWITCH
BETWEEN VOL AND SQ. TURN COPILOT/PASSENGER
TO ADJUST SQUELCH WHEN SQ VOLUME OR
ANNUNCIATION IS LIT, VOLUME MANUAL SQUELCH
WHEN VOL ANNUNCIATION IS LIT.
VOLUME ANNUNCIATION SQUELCH ANNUNCIATION
Figure 16-49. Volume/Squelch Control
Clearance Recorder and Player • GDU 1040A MFD

The audio panel contains a digital clearance record- • GMC 710 mode controller
er that records up to 2.5 minutes of the selected • GIA 63W integrated avionics units (IAUs)
COM radio signal. Recorded COM audio is stored (2)
in separate memory blocks. Once 2.5 minutes of
recording time has elapsed, the recorder begins • GSA 80 AFCS servos (2)
recording over the stored memory blocks, starting • GSA 81 AFCS servos (2)
from the oldest block.
• GSM 85 servo mounts (4)
The mode controller has the following main
AUTOMATIC FLIGHT functions:
CONTROL SYSTEM • Flight director (FD)
The GFC 700 is a AFCS (Figure 16-50) fully inte- • Autopilot (AP)
grated with the avionics system. The AFCS func- • Yaw damper (YD)
tions are distributed across the following LRUs:
• Manual electric pitch trim (MEPT)
• GDU 1040A PFDs (2)
Figure 16-50. GFC 700 Mode Control Unit

16 AVIONICS
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
Figure 16-51. Additional AFCS Controls

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.
The MEPT ARM switch is used to acknowledge an AFCS Status Box

autopilot disconnect alert and mute the associated
aural tone. Manual trim commands are generat- Flight director mode annunciations appear on
ed only when both sides of the switch are oper- each PFD when the flight director is active (Fig-
ated simultaneously. If either side of the switch ure 16-52). Flight director selection and autopilot
is active separately for more than 3 seconds, the and yaw damper statuses appear in the center of
MEPT function is disabled and PTRM is displayed the AFCS status box. Lateral modes appear on the
as the AFCS status on each PFD. The function left and vertical modes appear on the right. Armed
remains disabled until both sides of the switch are modes appear in white and active modes appear
inactivated. in green.
AUTOPILOT YAW
FLIGHT DIRECTOR
STATUS DAMPER
LATERAL STATUS
MODES VERTICAL MODES
The flight director provides pitch and roll com-

mands to the AFCS and displays the commands ACTIVE ACTIVE SELECTED ALTITUDE
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
by the command bars.
Maximum commanded pitch (–15°, +20°) and roll

(22°) angles, vertical acceleration, and roll rate are
limited to values established during AFCS certifi-
cation. The flight director also provides autopilot
commands. Initially pressing any key listed in Table
16-8 (when the flight director is inactive) activates
the pilot flight director in the listed modes. Press-
ing the FD key again deactivates the flight director
and removes the command bars on all displays. The
FD key is disabled when the autopilot is engaged.
Figure 16-52. PFD AFCS Display

16 AVIONICS
Table 16-9. FLIGHT DIRECTOR VERTICAL MODES
VERTICAL MODE DESCRIPTION CONTROL ANNUNCIATION REFERENCE REFERENCE

RANGE CHANGE
INCREMENT
Holds aircraft pitch attitude; may
Pitch Hold be used to climb/descend to the (default) PIT -15° to +20° 0.5°
Selected Altitude
Selected Altitude Capture Captures the Selected Altitude * ALTS
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
Holds aircraft airspeed in IAS while

Flight Level Change, IAS Hold aircraft is climbing/descending to FLC Key FLC nnn KT 80 to 175 kt 1 kt
the Selected Altitude
Captures and tracks descent legs
Vertical Path Tracking of an active vertical profile. VNV Key VPTH
Captures the Vertical Navigation

VNV Target Altitude Capture (VNV) Target Altitude ** ALTV
Captures and tracks the SBAS

Glidepath glidepath on approach GP
APR Key
Captures the tracks the ILS glides-
Glideslope lope on approach GS
Disengages the autopilot and

commands a constant pitch angle
Takeoff (on ground) and wings level on the ground in TO 7°
preparation for takeoff GA Swith
Disengages the autopilot and
Go Around (in air) commands a constant pitch angle GA 7°
and wings level while in the air
* ALTS is armed automatically when PIT, VS, FLC, TO, or GA is active, and under VPTH when the Selected Altitude is to be captured
instead of the VNV Target Altitude.
** ALTV is armed automatically under VPTH when the VNV Target Altitude is to be captured instead of the Selected Altitude.
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
LATERAL MODE DESCRIPTION CONTROL ANNUNCIATION MAXIMUM ROLL

COMMAND LIMIT
Holds the current aircraft roll attitude or
rolls the wings level, depending on the
Roll Hold (default) ROL 22°
commanded bank angle
Limits the maximum commanded roll angle BANK Key *

Low Bank 15°
Captures the tracks the Selected Heading HDG Key

Heading Select HDG 22°
Captures and tracks a localizer signal for

Navigation, GPS backcourse approaches GPS 22°
Navigation, VOR Enroute NAV Key 22° Capture

VOR
Capture/Track 10° Track
Navigation, LOC Capture/ 22° Capture

Track (No Glideslope) LOC 10° Track
Captures and tracks a localizer signal for 22° Capture

Backcourse Capture/Track backcourse approaches BC Key BC 10° Track
Captures and tracks the selected naviga-
Approach, GPS tion source (GPS, VOR, LOC) GPS 22°
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)
Disengages the autopilot and commands

a constant pitch angle and wings level on
Takeoff (on ground) the ground in preparation for takeoff TO Wings Level
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).
AUTOPILOT AND YAW reduces Dutch roll tendencies and coordinates

turns. It can operate independently of the auto-
DAMPER OPERATION pilot and can be used during normal hand-flight
The autopilot and yaw damper operate the flight maneuvers.
control surface servos for automatic flight control.
Autopilot controls the pitch and roll attitudes based Yaw rate commands are limited to 6º per second by
on the flight director commands. the yaw damper. Flight pitch and roll commands
to the servos are based on the active flight direc-
The pitch autotrim provides trim commands to tor modes. The yaw servo provides yaw damper-
the pitch trim servo to relieve any sustained effort ing. The servo motor control limits the maximum
required by the pitch servo. Autopilot operation is servo speed and torque. The servo mounts have
independent of the yaw damper. The yaw damper slip clutches, which allow the pilot to override the
servos in case of an emergency.

16 AVIONICS
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.
A localized failure in the yaw damper system or

Figure 16-53. Manual Autopilot
invalid sensor data also can causes yaw damper
Disengagement
disengagement.
Pressing either the AP DISC switch or the YD key

manually disengages both the yaw damper and the
autopilot. When the yaw damper and autopilot are
HAZARD AVOIDANCE
manually disengaged, both the AP and YD annuni-
Hazard avoidance instruments aid situational
cations turn yellow and flash for 5 seconds and a
awareness and provide advisory information with
3 second autopilot disconnect aural alert is gener-
regard to potential hazards to flight safety associ-
ated (Figure 16-54).
ated with:
• 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)
• System failure XM SATELLITE WEATHER®

• Invalid sensor data The XM Satellite Weather® data provides infor-
mation for avoiding hazardous weather. Do not
• Yaw damper failure while both are engaged use XM weather information to penetrate hazard-
• Stall warning (YD also disengages) ous weather.
• Inability to compute default FD modes (FD XM Satellite Weather® is provided through the
also disengages automatically) optional GDL 69A, a remote data-link satellite

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

16 AVIONICS
MPEL Table 16-12. TAWS OBSTACLE COLORS

BOUNDARY AND SYMBOLOGY
TAS SYMBOL DESCRIPTION
No threat traffic
Proximity advisory (PA)

11’ FOR 12” ANTENNA
Traffic advisory (TA)
Traffic advisory off scale
Alerts are issued when flight conditions meet the

parameters set within TAWS software.
TAWS alerts typically use a CAUTION or a

WARNING severity level, or both. When an alert is
issued, visual annunciations are displayed and aural
alerts are simultaneously issued. Table 16-13 shows
TAWS alert types with corresponding annuncia-
Figure 16-57. MPEL Boundary tions and aural messages.
TERRAIN AWARENESS AND TRAFFIC ADVISORY SYSTEM

WARNING SYSTEM
The traffic advisory system (TAS) aids in detec-
The TAWS increases situational awareness and aids tion and avoidance of other aircraft. TAS uses an
in reducing controlled flight into terrain (CFIT). onboard interrogator-processor and the Mode S
The TAWS provides visual and aural annunciations transponder for the air-to-air traffic data link.
when terrain and obstacles are within the given
altitude threshold from the aircraft. The displayed Nonthreat advisory (white diamond)—Indicates
alerts and warnings are advisory only. that an intruding aircraft is greater than 1,200 feet
relative altitude or the distance is beyond 5 nm.
TAWS satisfies TSO-C151b Class B requirements
for certification. Class B TAWS is required for all Proximity advisory—Indicates that the intruding
Part 91 aircraft operations with six or more passen- aircraft is within 1,200 feet and 5 nm range, but is
ger seats and for Part 135 turbine aircraft opera- not considered a threat.
tions with six to nine passenger seats (FAR Parts
91.223, 135.154). For proper operation, TAWS Traffic advisory (TA)—Indicates potentially haz-
requires a valid terrain/obstacle/airport terrain ardous intruding aircraft. Closing rate, distance,
database and valid 3-D GPS position solution. and vertical separation meet TA criteria.
TAWS uses yellow (caution) and red (warning) to Traffic advisory off scale—Appears as a half TA
depict terrain and obstacles with heights greater symbol at the relative bearing of the intruding
than 200 feet above ground level (AGL) relative aircraft.
to aircraft altitude. The colors adjust automatically
as aircraft altitude changes and represent terrain, The traffic map page shows surrounding TAS traf-
obstacles, and potential impact points. fic data relative to the aircraft current position and
altitude, without base map clutter (Figure 16-58).

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”
ALTITUDE CALLOUT “500” NONE NONE “FIVE HUNDRED”

EXCESSIVE DESCENT RATE
CAUTION (EDR) TERRAIN SINK RATE “SINK RATE”
DON’T SINK
“DON’T SINK”*
NEGATIVE CLIMB RATE OR
TERRAIN OR
CAUTION (NCR) TOO LOW - TERRAIN “TOO LOW, TERRAIN”

16 AVIONICS
OPERATING TRAFFIC ADVISORY, AIRCRAFT IS TRAFFIC, OUT OF

MODE 400 FEET BELOW AND CLIMBING RANGE
ALTITUDE
MODE
Figure 16-59. Stuck Microphone Alert
EMERGENCY CHANNEL
LOADED AUTOMATICALLY
Figure 16-60. COM Tuning Failure
quency (121.500 MHz). Depending on the failure

mode, a red X can appear on the frequency display
(Figure 16-60).
NON BEARING TRAFFIC (SYSTEM IS UNABLE TO PROXIMITY TRAFFIC,
DETERMINE BEARING), DISTANCE IS 8.0 NM, 1,000 FEET ABOVE
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.
If a tuning failure occurs in either COM radio, the

radio automatically tunes to the emergency fre-
Figure 16-61. Frequency Section of PFD2 Display After PFD1 Failure

16 AVIONICS
Figure 16-62. PFD1 Dispaly After PFD2 Failure
REVERSIONARY MODE LIMITATIONS

The red DISPLAY BACKUP button selects the
reversionary mode (Figure 16-63). For specific information on limitations, refer to the
FAA-approved (AFM).
EMERGENCY/
ABNORMAL
Figure 16-63. Display Backup Button
MESSAGE DESCRIPTION
SPD NOT AVAIL Indicates that the “SPD” button was pressed on Autopilot Mode Control Panel

16 AVIONICS
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
4. When the pilot chooses a lateral or vertical

mode on the mode controller, the AFCS status
box indicates:
A. Green for standby and white for active
B. Magenta for standby and white for active
C. White for standby and green for active
D. Both white for standby and for active

CHAPTER 17
OXYGEN SYSTEMS
CONTENTS
Page
17 OXYGEN SYSTEMS
INTRODUCTION................................................................................................................ 17-1
OXYGEN SYSTEM............................................................................................................. 17-1
Description.................................................................................................................... 17-1
Components................................................................................................................... 17-2
Operation....................................................................................................................... 17-2
LIMITATIONS...................................................................................................................... 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.
The pressure reading is taken from the gauge on

Oxygen Outlets/Masks the oxygen control panel in the cabin ceiling above
In the cargo models of the aircraft, two oxygen the pilot. Locate the pressure on the left side of the
ports are in the cabin ceiling–one each outboard of chart, and then follow the line over to the right until
the pilot and front passenger seats. In the passenger the appropriate altitude line is encountered. From
models, additional ports are adjacent to each aft that point, follow the vertical line to the bottom of
passenger ventilating air outlet. The standard masks the chart, and then read the time in hours.
are partial rebreathing masks with vinyl hoses and
flow indicators. The pilot mask has a microphone For example, with an oxygen pressure reading of
for using the radio when using the oxygen system. 1,100 psi at an altitude of 15,000 feet, the oxygen
duration for one person is 4.2 hours. If more than
one person is using oxygen, divide the time derived
Oxygen Pressure Gauge above by the number of persons using oxygen.
The oxygen gauge has two colored arcs and a col-
ored line to indicate oxygen pressure. The yellow Refer to the Pilot’s Operating Handbook and the
arc indicates 0 to 300 psi. The green arc indicates FAA-Approved Aircraft Flight Manual (POH/
1,550 to 1,850 psi. The red line indicates 2,000 psi AFM), Section 9 for more information about the
or greater. oxygen system operation.
CONTROLS AND INDICATIONS LIMITATIONS

Oxygen cylinder pressure is indicated by a pres-
sure gauge on the overhead console, adjacent to For specific information on limitations, refer to the
the OXYGEN OFF-ON lever. FAA-approved (AFM).
EMERGENCY/
ABNORMAL
Figure 17-1. Oxygen Lever and Gauge

17 OXYGEN SYSTEMS
(51 CUBIC FEET CAPACITY)
NOTE:
OXYGEN DURATION IN HOURS

= TOTAL HOURS DURATION
NUMBER OF PERSONS
Figure 17-2. Oxygen Duration Chart

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
Please refer to the FAA-Approved Pilot’s Operating Handbook

or Aircraft Flight Manual (POH/AFM) for information
reguarding this aircraft’s weight and balance.
19 WEIGHT AND BALANCE

CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
Performance is calculated using a combination of charts and tables in the

Aircraft Flight Manual (AFM) and the Aircraft Performance Manual.
The takeoff and landing performance data is found

in Section V—Performance of the AFM.
20 FLIGHT PLANNING
AND PERFORMANCE

21 CREW RESOURCE
MANAGEMENT
CHAPTER 21
CREW RESOURCE MANAGEMENT
The information for this chapter is available in the Client Guide.

WALKAROUND
WALKAROUND
The Walkaround has been replaced by the Caravan 208 G1000 Pictorial Preflight
and the Caravan EX Pictorial Preflight available electronically in FlightBag.
Revision 3.3 FOR TRAINING PURPOSES ONLY WA-1

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
Revision 3.2 FOR TRAINING PURPOSES ONLY APP-1

Manual C208B Ex

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Manual C208B Ex

Uploaded by

Copyright:

Available Formats

The best safety device in any aircraft is a well trained crew.

PILOT TRAINING MANUAL

Pilot Training Manual

At the time of release it contained then-current information. In the event of conflict

These commodities, technology or software were exported from

Page No. *Revision No. Page No. *Revision No.

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

Revision 2.2 FOR TRAINING PURPOSES ONLY 1-i

Revision 2.2 FOR TRAINING PURPOSES ONLY 1-iii

Revision 2.2 FOR TRAINING PURPOSES ONLY 1-1

CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL

Figure 1-1. Grand Caravan EX Exterior Picture

STRUCTURES the trailing edge of the elevator by full-length piano

• Front and rear carry-through spars (wings AIRCRAFT SYSTEMS

1-2 FOR TRAINING PURPOSES ONLY Revision 3.0

15 FEET 5.5 INCHES

PIVOT POINT PIVOT POINT

106 INCHES (Hartzell)

Figure 1-2. Exterior Dimensions - Grand Caravan EX

Revision 3.0 FOR TRAINING PURPOSES ONLY 1-3

CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL

PIVOT POINT PIVOT POINT

106 INCHES (McCAULEY)

Figure 1-3. Exterior Dimensions - 208

1-4 FOR TRAINING PURPOSES ONLY Revision 2.2

67 FEET 3.6 INCHES (WITH STROBE LIGHTS)

33 FEET 6.5 INCHES

PIVOT POINT PIVOT POINT

Figure 1-4. Minimum Turning Radii - Grand Caravan EX

Revision 3.0 FOR TRAINING PURPOSES ONLY 1-5

CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL

ALERTS, CAUTIONS, AND NOTE

1-6 FOR TRAINING PURPOSES ONLY Revision 3.0

POWERPLANT Single and combined pump operation and timed

An internal tank contains the main portion of the FLIGHT CONTROLS

Revision 3.2 FOR TRAINING PURPOSES ONLY 1-7

CARAVAN 208/208B/EX G1000 PILOT TRAINING MANUAL

OXYGEN SYSTEM LIMITATIONS

Passenger models of the aircraft have a 116.95- EMERGENCY/

The oxygen system includes an oxygen cylinder,

Table 1-1. CAS ANNUNCIATIONS

1-8 FOR TRAINING PURPOSES ONLY Revision 2.2

Revision 2.2 FOR TRAINING PURPOSES ONLY 2-i

Revision 2.2 FOR TRAINING PURPOSES ONLY 2-iii

Revision 2.2 FOR TRAINING PURPOSES ONLY 2-1

ELECTRICAL SYSTEM switch is ON. All DC buses are powered on when

generator after engine start.

When operating as a generator, the starter-gener-

TO CABIN LIGHTS NO. 2 AVIONICS

Figure 2-1. Electrical System

2-2 FOR TRAINING PURPOSES ONLY Revision 3.0

POWER CABLE LATCH

BATTERY VENT LINE

Figure 2-2. Electrical System - Battery

After engine start, the unit acts as a 28 volt, 200

Revision 2.2 FOR TRAINING PURPOSES ONLY 2-3

Grand Caravan EX 208

Ground Service Plug

External power control circuits prevent an external

The ground service circuit has polarity reversal and

2-4 FOR TRAINING PURPOSES ONLY Revision 2.2

EXTERNAL POWER Switch

The STARTER position applies external power to

Page No. Revision No. Page No. Revision No.

WARNING—A WARNING alert, which is accom-