CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

CHAPTER 34
NAVIGATION
CONTENTS
Page
INTRODUCTION ................................................................................................................ 34-1
General .......................................................................................................................... 34-3
G1000 General .............................................................................................................. 34-7
Garmin G1000 Pitot System ......................................................................................... 34-9
Static System................................................................................................................. 34-9
Garmin GDC-74A Air Data Computer....................................................................... 34-11
Garmin GTP-59 Outside Air Temperature Probe ....................................................... 34-13
Controls and Indications ............................................................................................ 34-15
Standby Airspeed Indicator................................................................................. 34-15
Standby Altimeter ............................................................................................... 34-15
ATTITUDE AND HEADING REFERENCE SYSTEM ................................................... 34-17
Components ................................................................................................................ 34-17
Garmin GRS-77 AHRS............................................................................................... 34-17
Garmin GMU-44 Magnetometer ................................................................................ 34-19
Garmin Integrated Avionics Unit GIA-63W (2)......................................................... 34-21
Garmin Global Positioning System ............................................................................ 34-23
VHF NAVIGATION SYSTEM .......................................................................................... 34-25
Garmin GDU 1040A Primary Flight Display ............................................................ 34-27
Garmin GDU Multifunction Display.......................................................................... 34-27
Terrain Awareness Warning System............................................................................ 34-29
TAWS Display............................................................................................................. 34-29

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TAWS Alerts ............................................................................................................... 34-29

GPS Position and GPS-MSL Altitude ........................................................................ 34-31
TAWS Terrain and Obstacle Databases ...................................................................... 34-31
TAWS Operation ......................................................................................................... 34-31
Garmin GTX-33 Mode S Transponder ....................................................................... 34-33
Garmin GTX33D Diversity Mode S Transponder...................................................... 34-33
GARMIN GWX-68 WEATHER RADAR SYSTEM ........................................................ 34-35
Components ............................................................................................................... 34-35
Garmin GWX-68 Weather Radar .............................................................................. 34-35
MAINTENANCE PRACTICES......................................................................................... 34-37
G1000 Software and Configuration Upload Overview .............................................. 34-37
System Upload Page Softkeys .................................................................................... 34-37
NON-G1000 GENERAL ................................................................................................... 34-39
Flight Environmental Data.......................................................................................... 34-41
Pitot-Static System...................................................................................................... 34-41
Airspeed Warning Horns ............................................................................................ 34-43
ETM Connection......................................................................................................... 34-43
Maintenance Considerations....................................................................................... 34-43
OAT Gage.................................................................................................................... 34-45
Vertical Speed Indicator.............................................................................................. 34-45
True Airspeed Indicator .............................................................................................. 34-45
Altimeter ..................................................................................................................... 34-47
ATTITUDE AND DIRECTION......................................................................................... 34-49
Magnetic Compass...................................................................................................... 34-49
Turn and Bank Indicator ............................................................................................. 34-49

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Gyros........................................................................................................................... 34-49
KI 256.................................................................................................................. 34-51
KI 525A HSI ....................................................................................................... 34-51
Controls ............................................................................................................... 34-53
Abnormal Conditions.......................................................................................... 34-53
LANDING AIDS................................................................................................................ 34-53
Sperry Marker Beacon ............................................................................................... 34-53
King Marker Beacon .................................................................................................. 34-53
Allied-Signal Avionics (KR21) Beacon ..................................................................... 34-53
Sperry 400 (Type R-443B) Glideslope ...................................................................... 34-53
King NAV/COM (Type KX-165)................................................................................ 34-53
Options ........................................................................................................................ 34-53
INDEPENDENT POSITION DETERMINING ................................................................ 34-54
RDR 2000 Digital Weather Radar .............................................................................. 34-54
BF Goodrich WX-1000+/E Stormscope..................................................................... 34-54
BF Goodrich Skywatch .............................................................................................. 34-55
DEPENDENT POSITION DETERMINING..................................................................... 34-56
KN-53 Navigation System .......................................................................................... 34-57
Transponders ............................................................................................................... 34-57
KT-79........................................................................................................................... 34-57
KLN-89B GPS ............................................................................................................ 34-58
Hazard Awareness System .......................................................................................... 34-59
KR-87 Digital ADF..................................................................................................... 34-61
DI-573 DME Indicator................................................................................................ 34-63

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ILLUSTRATIONS
Figure Title Page
34-1 Integrated Avionics System (Garmin G1000)....................................................... 34-2
34-2 Avionics System (Non-G1000) ............................................................................. 34-4
34-3 Garmin G1000 Integrated Avionics Architecture ................................................. 34-6
34-4 Pitot-Static System (Garmin G1000) .................................................................... 34-8
34-5 GDC-74A Air Data Computer Installation......................................................... 34-10
34-6 GTP-59 Outside Air Temperature (OAT) Probe ................................................. 34-12
34-7 Standby Instruments............................................................................................ 34-14
34-8 Attitude Heading Reference System (AHRS) Installation ................................. 34-16
34-9 Magnetometer Installation .................................................................................. 34-18
34-10 GIA-63 Integrated Avionics Unit Installation..................................................... 34-20
34-11 GPS Antenna Installation.................................................................................... 34-22
34-12 Navigation Antenna Installation ......................................................................... 34-24
34-13 Garmin Display Unit (GDU) Installation ........................................................... 34-26
34-14 MFD With TAWS Display .................................................................................. 34-28
34-15 TAWS Caution .................................................................................................... 34-30
34-16 TAWS Warning ................................................................................................... 34-30
34-17 GTX-33 Transponder Installation ....................................................................... 34-32
34-18 GWX-68 Weather Radar Installation.................................................................. 34-34
34-19 Secure Digital (SD) Cards .................................................................................. 34-36
34-20 Updating Database .............................................................................................. 34-36
34-21 Avionics Systems (Non-G1000) ......................................................................... 34-38
34-22 Pitot-Static System (Non-G1000)....................................................................... 34-40
34-23 Pitot System ........................................................................................................ 34-41

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34-24 OAT Gage, Vertical Speed Indicator and True Airspeed Indicator..................... 34-44
34-25 Altimeter and Radar Altimeter............................................................................ 34-46
34-26 Magnetic Compass and Turn and Bank Indicator .............................................. 34-48
34-27 KI 256 ................................................................................................................. 34-50
34-28 KI 525A HSI....................................................................................................... 34-50
34-29 King Nav/Com - Type KX-165........................................................................... 34-52
34-30 Global Positioning System ................................................................................. 34-58
34-31 Automatic Direction Finder ................................................................................ 34-60
34-32 DME Indicator .................................................................................................... 34-62

TABLE
Figure Title Page
34-1 Terrain And Obstacle Colors .............................................................................. 34-28

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 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

CHAPTER 34
NAVIGATION

INTRODUCTION
This chapter describes the various systems and instruments that allow the crew to navigate the aircraft.
These include the pitot-static system, Garmin G1000 Integrated Avionics System, gyros, compasses,
VOR and indicators. Because Federal Aviation Regulations require malfunctioning instruments be
sent to an approved instrument overhaul and repair station or returned to the manufacturer for
servicing, the chapter does not deal with specific instrument repairs.

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Figure 34-1. Integrated Avionics System (Garmin G1000)
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GENERAL NOTES
T h e G a r m i n G 1 0 0 0 i n t eg r a t e d av i o n i c s
system presents flight instrumentation,
p o s i t i o n , n av i g a t i o n , c o m m u n i c a t i o n ,
hazard, and identif ication information to the
p i l o t t h r o u g h l a r g e f o r m a t d i s p l ay s
(Figure 16-1). The system includes a weather
radar, terrain avoidance and warning system
(TAWS) information, flight information, and
traff ic advisory system (TAS).
The system uses G1000 line replaceable units
(LRUs) for major subsystems and supporting
equipment. The system is regulated and
coordinated by central processing computers
in the two Garmin integrated avionics units
(GIAs), which contain essential navigation
and communications avionics equipment.

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Figure 34-2. Avionics Systems (Non-G1000)
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C a r ava n a i r c r a f t n o t u s i n g t h e G 1 0 0 0 Additional circuit breakers are the LEFT and

s y s t e m , u t i l i z e t r a d i t i o n a l n av i g a t i o n RIGHT TURN BANK, LEFT and RIGHT
systems. These systems Include: PITOT HEAT, AIR SPEED WARN, RH ATT
GYRO and ENC ALTM.
• Flight environment data systems that sense
environment conditions and use data to
influence navigation NOTES
• Attitude and direction systems that use
magnetic gyroscopic and inertia forces
• L a n d i n g a i d s y s t e m s t h a t p r ov i d e
guidance during approach, landing, and
taxiing
• Independent position determining
systems that determine position mainly
independent of ground installation
• Dependent position determining systems
that deter mine positions; mainly
dependent on ground installation

The cockpit CB panels contain applicable

circuit breakers on AVIONICS BUS 1.
• COM/NAV 1
• XPDR 1
• WX RADAR
• ADF 1
• DG
• RMI

AVIONICS BUS 2 has the following circuit

breakers:
• COM/NAV 2
• XPDR 2
• ADF 2
• DME
• RNAV
• RADIO ALT
• AVN FAN
• GPS/LORAN
• YAW GYRO

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34-6

HIGH-SPEED DATA BUS (ETHERNET)

GDL 69A
XM SATELLITE
RADIO RECEIVER
REAL-TIME WEATHER
DIGITAL AUDIO ENTERTAINMENT

CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

FOR TRAINING PURPOSES ONLY

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
Revision 0

Figure 34-3. Garmin G1000 Integrated Avionics Architecture

 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

G1000 GENERAL The six primary navigation tools in the VHF

navigation system include:
T h e G a r m i n G 1 0 0 0 i n t eg r a t e d av i o n i c s
system is the central computer for all the • N av i g a t i o n a n t e n n a s a n d t h e V H F
systems in this chapter. Data is taken from the navigation coupler
G1000 system and given to the primary flight • GPS 1 and GPS 2 data link antennas
displays (PFDs) and multifunction display
(MFD) in the cockpit (Figure 34-3). • DME processor and DME antenna
Components included in this section are the • ADF receiver, ADF antenna and radio
dual integrated avionics units, PFDs, MFD magnetic indicator (RMI) converter
and flight management system (FMS)/MFD • D ive r s i t y t r a n s p o n d e r, t r a n s p o n d e r,
controller. diversity transponder upper antenna,
T h e p i t o t - s t a t i c s y s t e m p r ov i d e s f l i g h t diversity transponder lower antenna and
environment data to the crew. The system transponder antenna
gives ram-air pressure and static pressure for
the operation of the air data instruments. The
components in the pitot-static system include NOTES
the dual air data computers, the standby
altimeter, the standby airspeed indicator, pitot
probes, static ports, and related tubes, hoses,
tees, elbows, and unions.
To give pitch and roll data, the aircraft has an
attitude heading and reference system
(AHRS). The AHRS also gives directional
data during flight.
A glide slope and marker beacon provide
landing guidance data. Components included
in this section are the marker beacon coupler,
marker beacon antenna, glide-slope coupler,
and glide-slope antenna.
A weather radar system provides weather
echoes of hazardous weather conditions while
in flight at specif ic altitudes.
A VHF navigation system uses ground-based
r a d i o s i g n a l s f o r n av i g a t i o n . A g l o b a l
positioning system (GPS) uses satellite-based
signals for navigation. Distance measuring
equipment (DME) provides distance-to-station
data during flight. An optional automatic
direction f inder (ADF) system can be used
with nondirectional beacons. A diversity
transponder system is used with air traff ic
control and traff ic avoidance systems. A data
link system provides real-time ground-based
weather data.

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PILOT SYSTEM COPILOT SYSTEM

PITOT STATIC PITOT STATIC

GDC GDC
74A 74A

A/S
IN
DRAIN

ALT
STATIC

DRAIN

Figure 34-4. Pitot - Static System (Garmin G1000)

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Garmin G1000 Pitot System CAUTION

The pitot system uses a pitot and tube
assembly in leading edge of left wing (right Except for the use of the system
wing for right system) just inboard of drains and alternate static source
landing lights (WS 185.00). Ram air passes pressure valves, accomplish a leak
through the pitot assembly and then flows test after the static pressure system
through lines to a pressure switch forward of is opened or closed.
the instrument panel to the GDC-74A air data
computer and airspeed indicator.
Alternate Static Source
The pitot assembly has two electrical heating The alternate static source valve allows an
elements to prevent ice from obstr ucting alternate source of static air pressure from
passage of ram air through pitot assembly. inside the cabin. The static ports in the pitot
The electrical system powers the heating tube are the only source of static air for the
elements. A switch at the lower left corner of right system.
instrument panel controls this heating. One
switch controls both left and optional right
pitot tube heating elements (Figure 34-4). NOTE
The alternate static source is for
Static System emergency situations only when the
The static system uses a static port, a static normal system is inoperative. When
source drain valve, an alternate static source the alternate static source valve is
selector valve, and necessary plumbing to used, instrument readings may vary
operate the airspeed indicator, vertical speed from normal readings because the
indicator, and altimeter. static air source is inside the cabin.

The static port is in the pitot assembly. A line

runs from static port through the tube along
the leading edge of wing to WS 33.50. From
there, it travels down the forward door post at
FS 154.00 to the static source drain valve
below and left of the alternate static source s
elector valve.
The static source drain valve at the lowest
p o i n t i n t h e s y s t e m i s f o r d r a i n i n g a ny
moisture. Refer to placard adjacent to the
valve for drain valve operation instructions.
Chapter 5 in the maintenance manual lists
time limit intervals for draining moisture.

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AIR DATA
COMPUTER

ADAPTER

PITOT HOSE
SCREW MOUNTING RACK

STATIC
HOSE

ADAPTER PLATE
ELECTRICAL
CONNECTOR

Figure 34-5. GDC-74A Air Data Computer Installation

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Garmin GDC-74A Air Data The air data computer also communicates with
Computer other parts of the Garmin G1000 avionics
system through the following interfaces:
There are two air data computers in the
cockpit, one behind the pilot PFD and one • ARINC 429 output to the Garmin GRS77
behind the copilot PFD (Figure 34-5). The air AHRS
data computers are on the G1000 system racks • Two ARINC 429 outputs to the PFDs and
forward of the instrument panels. GIA
The air data computer is the component that • RS-232 interface with the GIA
gives air data for flight instrumentation. The • Garmin GTP-59 temperature probe
system uses pitot-static and temperature interface
to give air data to the Garmin G1000 GIA-63
i n t e g r a t e d av i o n i c s u n i t ( G I A ) a n d t h e The pilot air data computer receives power
Garmin GDU PFDs. Aircraft-specif ic through the ADC 1 circuit breaker on the pilot
conf iguration parameters are kept in an CB panel. The copilot air data computer
external conf iguration module. receives power through the ADC 2 circuit
breaker on the pilot CB panel.
The air data computer measures aircraft static
and impact pressure data from pressure
transducers and raw air temperature from an NOTES
outside temperature probe. The air da ta
computer uses the raw data to calculate
pressure altitude, vertical speed, airspeed
values, air temperature data, and density
altitude. The air data computer provides the
following data in ARINC 429 format:
• Density altitude
• Pressure altitude
• Vertical speed
• Air temperature (total air temperature, out-
side/static air temperature)
• Indicated airspeed
• True airspeed

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NUT

WASHER

SKIN

ELECTRICAL DOUBLER

BONDING
JUMPER

OAT PROBE

DETAIL A

Figure 34-6. GTP 59 Outside Air Temperature (OAT) Probe

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Garmin GTP-59 Outside Air NOTES

Temperature Probe
E a c h a i r d a t a c o m p u t e r o n t h e C a r ava n
aircraft uses an outside air temperature (OAT)
probe to calculate the outside ambient air data
environment (Figure 34-6). OAT is displayed
on PFD 1 and PFD 2.
There are two OAT probes located inboard of
the wing root fairing, on top of the fuselage
at FS 157.00.
The OAT probes receive electrical power from
the air data computers when the air data
computers are in operation. The pilot air data
computer receives an input from the left OAT
probe and the copilot air data computer
receives an input from the right OAT probe.
The air temperature data is then used by the
air data computers to calculate the air data
environment.
There is no ice protection system on the OAT
probes. If the OAT probes become covered in
ice, there is no indication of the ice.

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Figure 34-7. Standby Instruments

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CONTROLS AND INDICATIONS NOTES

Standby Airspeed Indicator
The standby airspeed indicator is on the
instrument panel below the MFD (Figure
34-7). The standby airspeed indicator displays
aircraft airspeed any time the aircraft is
moving in excess of 40 knots. It measures
dynamic air pressure from the pilot
pitot-static system as it changes during the
movement of the aircraft through ambient air.
The standby airspeed indicator has one pointer
to indicate the airspeed on a dial that shows
reference airspeeds.

Standby Altimeter
The standby altimeter is on the instrument
panel below the MFD (Figure 34-7). The
standby altimeter displays aircraft altitude at
all times. It measures static air pressure as it
changes during the movement of the aircraft
through ambient air.

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AHRS UNIT
CAPTIVE
THUMBSCREW

ELECTRICAL SCREW
CONNECTOR
MOUNTING
RACK

SCREW

DETAIL A

Figure 34-8. Attitude Heading Reference System (AHRS) Installation

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ATTITUDE AND • Rates of change of heading, pitch and roll

• A i r c r a f t a c c e l e r a t i o n s g ive n i n a
HEADING REFERENCE local-level reference.
SYSTEM
The pilot AHRS unit receives power through
the AHRS 1 circuit breaker on the Avionics Bus
DESCRIPTION 1 CB panel. The copilot AHRS unit receives
T h e A H R S p r ov i d e s f l i g h t a t t i t u d e a n d power through the AHRS 2 circuit breaker on
heading data for flight instrumentation. With the Avionics Bus 2 CB panel.
data available and valid from all sensors, or
w i t h o u t t h e G P S , t h e A H R S g ive s va l i d CAUTION
attitude, angular rate, and acceleration data to
the GIA and the PFDs. When installing the AHRS unit,
install the box before plugging in
COMPONENTS the connector. Use extreme care to
prevent damage when plugging in
Garmin GRS-77 AHRS the connector.
There are two AHRS units located in the
cockpit. AHRS #1 is located on an avionics NOTES
shelf just right of the copilot’s rudder pedals.
AHRS #2 is under the floorboard, forward
and under the copilot’s seat.

NOTE
If the mounting screws that attach the
mounting rack to the airplane
structure are loosened after
post-calibration has been completed,
the GRS-77 AHRS must be
calibrated.

The AHRS units do the same operation of a

vertical gyro and directional gyro to give
measurements of roll, pitch, and heading
angles. With the use of solid-state sensor
technology, the AHRS (with the use of the
m a g n e t o m e t e r s ) p u t s t og e t h e r a 3 - a x i s
angular rate, linear acceleration, and
magnetic f ield measurements to make an
electronically stabilized AHRS. The AHRS
system provides the following data in ARINC
429 format:
• Aircraft heading, pitch and roll
• Aircraft yaw, pitch and roll rates
• Aircraft body-axis accelerations

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MOUNTING BRACKET
RACK
A
ELECTRICAL
CABLE

MAGNETOMETER

WING
COVER SKIN
PLATE

DETAIL A

Figure 34-9. Magnetometer Installation

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Garmin GMU-44 Magnetometer NOTES

There are two magnetometers in the G1000
Caravans. Each magnetometer is mounted in
the outboard under wing access plate 523-AB
for the left wing and access plate 623-AB for
the right wing.
The magnetometer gives magnetic data for
the operation of the AHRS. The operational
voltage range of the AHRS units is 10–33
V D C . T h e A H R S u n i t s g ive o p e r a t i o n a l
voltage to the magnetometer. The AHRS and
magnetometer systems can operate in
maneuvers through a range of 360° in bank and
pitch. The turn rate limit is 200° per second,
but the ARINC 429 angular rate output
messages have a limit of 128° per second.
Bank error is less than 1.25° through a range
of 30° bank, left and right. The pitch error is
less than 1.5° nose up and nose down. Heading
is accurate to less than 2° in straight and level
flight.

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DETAIL A

LOCKING
LEVER

SCREW

INTEGRATED
AVIONICS
UNIT
DETAIL C

INSTRUMENT
PANEL
C
DETAIL B

Figure 34-10. GIA 63 Integrated Avionics Unit Installation

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Garmin Integrated Avionics NOTES

Unit GIA 63W (2)
Functions as the main communication hub,
linking all LRUs with the displays via High
Speed Data Bus (HSDB) connections. Each
G I A 6 3 W c o n t a i n s a G P S Wi d e A r e a
Augmentation System (WAAS) receiver, VHF
COM/NAV/GS receivers, a flight director
(FD) and system integration microprocessors.
The GIA 63Ws are not paired together and do
not communicate with each other directly.

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DETAIL B DETAIL A

Figure 34-11. GPS Antenna Installation

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Garmin Global Positioning NOTES

System
Two GPS antennas are externally installed on
t h e t o p o f t h e a i r c r a f t f u s e l a g e ( Fi g u r e
34-11). The two GPS antennas are connected
to the GIAs in the cockpit by coaxial cables.
One of the GPS antennas has one more
coaxial connector that connects the antenna
to the Garmin GDL-69A data link through
coaxial cable.
T h e G P S s y s t e m g iv e s s a t e l l i t e - b a s e d
navigational data to the pilot and displays it
graphically on the MFD and the inset map on
the PFD. The GIAs have a 12-channel GPS
receiver subassembly that receives a signal
from up to 12 satellites at one time. The color
map display on the MFD show s t e r r a i n ,
airports, navigational aids, airspace, and other
navigational waypoints. To show the aircraft
positions, an aircraft icon is displayed in the
center of the map.
The Garmin GDL-69A data link system uses
the aft GPS antenna to receive XM Weather
data and display it on the Inset Map on the PFD
and on the MFD map display.

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VHF
NAVIGATION
COUPLER

DETAIL A

ANTENNA

ANTENNA

DETAIL B

Figure 34-12. Navigation Antenna Installation

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VHF NAVIGATION NOTES

SYSTEM
DESCRIPTION
T h e C e s s n a C a r ava n a i r c r a f t h a s a V H F
system to help navigation during flight. The
system includes an antenna, a coupler, and
related coaxial cables.
Two VHF navigation antennas are on the
vertical stabilizer, one on each side (Figure
34-12). They are connected through a coax-
ial cable and the navigation antenna coupler
to the GIAs in the cockpit. A set of coaxial
connectors take the signal from the navigation
antenna coupler to the GIAs.
The four-connector VHF coupler located under
the engine cowling on the left side of the
airplane (Figure 34-12). The VHF coupler
takes the signal from the VHF antenna kit and
sends it to the GIAs.

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DETAIL A

PRIMARY FLIGHT
DISPLAY UNIT

ELECTRICAL
CONNECTOR

CAPTIVE
SCREW

PRIMARY FLIGHT
DISPLAY UNIT

INSTRUMENT MULTI-FUNCTION
PANEL DISPLAY UNIT

DETAIL B

Figure 34-13. Garmin Display Unit (GDU) Installation

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Garmin GDU 1040A Primary Garmin GDU Multifunction

Flight Display Display
There are two PFDs in the aircraft: One for the One GDU MFD is between the pilot and
pilot and one for the copilot (Figure 34-13). copilot PFDs (Figure 34-13). The MFD gives
The PFDs are a central display and user inter- a central display and user interface for the
face for the Gar min G1000 integ rated G1000 integrated cockpit system. The MFD
cockpit system. The PFDs are conf igured as is conf igured as an open-architecture system
an open architecture system that use typical that uses typical ARINC 429, RS-232, and
ARINC 429, RS-232, and Ethernet high-speed HSDB communication interfaces. The GDU
data bus (HSDB) communication interfaces. MFD provides the following functions:
The following flight data displays on the pilot
and copilot PFDs: • Display of moving map, weather radar
data, TAWS data, Garmin GDL-69A data
• Display of attitude (pitch and roll), rate of link data, and flight planning data
turn, slip/skid, heading, airspeed, altitude • Display of the EICAS
and vertical speed data
• Display of the attitude (pitch and roll),
• D i s p l ay o f e n g i n e a n d a i r f r a m e rate of turn, slip/skid, heading, airspeed,
instrumentation (reversionary modes a l t i t u d e , a n d ve r t i c a l s p e e d d a t a
only) (reversionary mode only)
• D i s p l ay o f t h e A F C S fl i g h t d i r e c t o r • D i s p l ay o f t h e A F C S fl i g h t d i r e c t o r
command bars and modes command bars and modes (reversionary
• Display of position and ground speed for mode only)
use by the pilot • Display of position and ground speed for
use by the pilot (reversionary mode only)
The PFDs provide the following functions:
• Display of stored navigation and map
• Control and display of the course deviation databases for use by the pilot (reversion-
indicator (CDI), bearing pointers, and ary mode only)
selected heading bug setting
• Control and display of the CDI, RMI, and
• Area navigation functions that use the selected heading (reversionary mode only)
position, velocity and, stored navigation
data
• Interfaces with the GIA and the opposite
PFD
• Control and display of the dual
communications transceive r s
• Control and display of the dual VOR/ILS
receivers
• C o n t r o l a n d d i s p l ay o f t h e G a r m i n
GTX-33 Mode S and GTX-33D diversity
transponders

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Figure 34-14. MFD With TAWS Display

Table 34-1. TERRAIN AND OBSTACLE COLORS

COLOR TERRIAN/OBSTACLE ALERT LEVEL PILOT ACTION

LOCATION
Red Terrain or obstacle at WARNING Climb and/or turn away
or within 100 feet below from the terrain or
current airplane altitude. obstacle.
Yellow Terrain or obstacle CAUTION Know location of
between 100 and 1000 obstacle. Be prepared to
feet below current take action.
airplane altitude.
Black Terrain or obstacle is No Danger No action necessary.
more than 1000 feet
below airplane altitude.

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Terrain Awareness Warning 2. PDA

System 3.Excessive descent rate alert (EDR)
T h e C a r ava n av i o n i c s s y s t e m h a s a n 4.Negative climb rate after takeoff (NCR)
optional terrain awareness warning system 5.Five-hundred aural alert.
(TAWS) to increase situational awareness and
t o h e l p p r ev e n t c o n t r o l l e d f l i g h t i n t o 6.TAWS failure alert
terrain (CFIT) (Figure 34-14). 7.TAWS not available alert
TAWS is an optional system on the Caravan
and must have the following components NOTES
before it can operate correctly:
• The system must have a valid GPS position
indication.
• The system must have a valid terrain/
obstacle database.

TAWS Display
Terrain is shown on the TAWS page in three
colors: Black, yellow, and red. Refer to Table
34-1 for a general description of the TAWS
color codes. Obstacles are also given on the
TAWS page. There are f ive symbols given by
the TAWS system:
• Unlighted obstacles (less than 1,000 feet
AGL)
• Lighted obstacles (less than 1,000 feet
AGL)
• Unlighted obstacles (more than 1,000 feet
AGL)
• Lighted obstacles (more than 1,000 feet
AGL) and possible impact points

TAWS Alerts
1.The FLTA alert includes two types of
avoidance alerts as follows. For each
type, a potential impact point symbol
will be displayed on the TAWS page:
• Reduced required terrain clearance
(RTC) avoidance—The aircraft flight
path is above the terrain, but within
minimum clearance values.
• Imminent terrain impact avoidance—
The aircraft flight path is below the
terrain.

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Figure 34-15. TAWS Caution

Figure 34-16. TAWS Warning

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GPS Position and GPS-MSL Altitude TAWS Operation

Garmin TAWS uses horizontal position and When the battery switch on the DC POWER
altitude data given by the GPS system to subpanel is put in the ON position and the
calculate a mean sea level (MSL) based AVIONICS master switches are put in the
altitude (GPS-MSL altitude). The GPS-MSL AVN PWR position, the TAWS system starts
altitude is then used by the TAWS system to with the avionics equipment. During the start
give terrain alerts. GPS-MSL altitude does procedure, the TAWS system completes a s
not need a correct local altimeter setting to find elf-test. If the system operates correctly, a
MSL altitude. This makes the GPS-MSL TAWS SYSTEM TEST, OK message displays
a l t i t u d e a n a c c u r a t e a n d u s e f u l way t o on the MFD. If the TAWS system does not
calculate terrain and obstacle alerts. TAWS o p e r a t e c o r r e c t l y, a TAW S S Y S T E M
also uses GPS-MSL altitude to calculate FAILURE message displays on the MFD.
possible flight paths of the aircraft and give
advanced alerts. The TAWS page is on the NAV group of pages
on the MFD. Once in the NAV page group, use
TAWS Terrain and Obstacle the FMS/MFD controller inner knob to select
Databases the TAWS page. The TAWS page has two
settings:
The TAWS system uses terrain and obstacle
databases that are referenced by MSL • 360° View—View from above the aircraft
altitude. The TAWS system compares the to show terrain and obstacles on all sides
calculated GPS-MSL altitude to the MSL of the aircraft.
altitude included in the two databases. The • 120° View—View of terrain ahead of and
TAWS system then makes a two-dimensional 60° to the left and right of the aircraft flight
picture on the cockpit displays of the terrain path.
and obstacles near the aircraft and indicates
their altitudes relative to the aircraft. To select a view, push the MENU key on the
FMS/MFD controller and select VIEW 120°
TAWS has an Inhibit Mode that can be used or VIEW 360° and push the ENT key.
to disengage aural and visual alerts when the
crew feels that they are not necessary. Only the T h e TAW S p a g e c a n a l s o b e s e t t o t h e
premature descent alerts (PDA) and forward necessary range: 1 NM, 2 NM, 5 NM, 10 NM,
looking terrain avoidance (FLTA) alerts can 25 NM, 50 NM, or 100 NM. Use the RANGE
be disengaged. During Inhibit Mode, the TER key (joystick) to select a range for the TAWS
INHB indication appears on the PFDs. To display.
select the Inhibit Mode on or off, push the
MENU key on the FMS/MFD controller, Aviation data can also be set to show or not
select INHIBIT TAWS (ENABLE TERRAIN), s h ow o n t h e TAW S p a g e . Av i a t i o n d a t a
and push the ENT key. includes airports, VHF omnidirectional radio
ranges (VORs), and other navigational aids.
To select the aviation data on or off, push the
MENU key on the FMS/MFD controller,
select SHOW (or HIDE) AVIATION DATA,
and push the ENT key.

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DETAIL A
LOCKING
LEVER

SCREW

DETAIL C

DIVERSITY
TRANSPONDER
C
TRANSPONDER

INSTRUMENT
PANEL DETAIL B

Figure 34-17. GTX-33 Transponder Installation

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Garmin GTX-33 Mode S T h e G T X - 3 3 h a s m a ny t r a n s m i t / r e c e ive

ARINC 429 and RS-232 data ports. The unit
Transponder puts together data from three ARINC 429
The GTX-33 transponder unit is on the G1000 inputs, gray code, RS-232 input data and
system rack forward of the instrument panel discrete inputs to the high-speed RS-232 data
in the cockpit (Figure 34-17). ports for display on the G1000 displays.
The GTX-33 transponder unit is located The GTX-33 transponder receives power
behind the MFD. The transponder system uses through the XPDR 2 circuit breaker on the
one L-band antenna at FS 158.25 and RBL pilot CB panel in the cockpit.
8.32, on the bottom of the fuselage or cargo
pod.
Garmin GTX-33D Diversity
The GTX-33 transponder is a radio transmit- Mode S Transponder
ter and receiver that operates on radar fre-
quencies. The unit receives ground radar or The GTX-33D transponder unit is on the
traffic collision avoidance systems (TCAS) in- G1000 system rack forward of the instrument
terrogations at 1030 MHz and transmits a panel in the cockpit. The unit is behind the pilot
coded response of pulses to ground-based PFD. The transponder system has two L-band
radar on a frequency of 1090 MHz. The antennas: One on the bottom of the fuselage
transponder has an IDENT operation that ac- and one on the top (Figure 34-17).
tivates the special position identification (SPI) The bottom fuselage antenna is opposite the
pulse for 18 seconds. GTX-33 transponder antenna at FS 158.25
The GTX-33 transponder communicates with and LBL 8.32. The top fuselage antenna is at
Mode A, Mode C, and Mode S interrogation. FS 216.75 and BL 0.00.
Mode A responses have framing pulses and one The GTX-33D transponder unit operation is
of 4,096 codes, which are different in position the same as the GTX-33 transponder unit,
and number of pulses transmitted. Mode C w i t h t h e a d d e d d ive r s i t y o p e r a ti o n. Th e
responses have framing pulses and encoded al- GTX-33D transponder receives power through
titude. the XPDR 1 circuit breaker (HC043) on the
Ground stations can interrogate the Mode S pilot CB panel.
transponders individually with the use of a
24-bit International Civil Aviation Organization
(ICAO) Mode S address, which is specif ic to
that particular airplane. Also, ground stations
can interrogate a GTX-33 for its transponder
data capacity and the aircraft flight
identi f i cation, which is the reg i s t r a t i o n
number or other call sign. The GTX-33 makes
the maximum airspeed (set during
conf iguration) available to TCAS on other
aircraft near the unit. This operation helps make
TCAS advisories.
The unit has altitude monitor and traff ic
information system (TIS) advisories. A voice
o r t o n e a u d i o o u t p u t g ive s a l t i t u d e a n d
traff ic alerts. The PFD screen displays the
code, reply symbol, and mode of operation.
The MFD displays the TIS data.

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ELECTRICAL
CONNECTOR

WEATHER
RADAR

BULKHEAD
ARRAY ASSEMBLY

DETAIL A
BOLT

Figure 34-18. GWX-68 Weather Radar Installation

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GARMIN GWX-68 T h e we a t h e r r a d a r o n t h i s a i r c r a f t i s a
typical weather radar installation. It uses
WEATHER RADAR pulsed microwave signals, transmitted by the
phased array antenna to look for reflections
SYSTEM (echoes) of precipitation. The reflected signal
is received by the same phased array antenna.
DESCRIPTION Detection is a two-way process that needs
12.36 ms for a signal to travel out to the
The Garmin GWX-68 is a 6.5 kilowatt weather target and come back to the antenna. The
radar installed to help the pilot monitor areas center of the phased array antenna has a higher
of precipitation in the flight path of the air- signal energy, which decreases toward the
plane (Figure 34-18). edge of the antenna.
The weather radar gives current precipitation
COMPONENTS data and displays on the inset map of the pilot
and copilot PFD and on the MFD. The system
Garmin GWX-68 Weather Radar uses a four-color display to show intensity
The weather radar is installed behind the and location of precipitation.
radome on the right wing of the aircraft. The The weather radar with the Garmin G1000
weather radar assembly includes an antenna av i o n i c s s y s t e m , g iv e s t h e o p e r a t i o n a l
receiver, and transmitter in one assembly. features that follow:
The weather radar is adjustable to many scan • Range modes of 2.5, 5, 10, 20, 40, 60, 80,
prof iles (20–90°) and gives a high-def inition 100, 120, 160, and 320 NM
target display. The system also includes a
vertical scan function to help the pilot look at • Vertical scan angle of 60°
thunderstorm tops, gradients and cell buildup • Horizontal scan mode (20–90°)
activity at many altitudes. The GWX-68
weather radar has extended sensitivity time • Weather and ground mapping modes
control (STC) logic that digitally integrates
we a t h e r a t t e n u a t i o n a n d d i s t a n c e T h e we a t h e r r a d a r c o m m u n i c a t e s t o t h e
compensation. This component prevents a Garmin G1000 system through the high-speed
display change in the size of severe weather data bus (HSDB) bus and Garmin GDL-69A
cells as distance to the cells changes. data link system. The weather radar also
receives power from the same electrical
G a r m i n ’s we a t h e r a t t e n u a t e d c o l o r connector behind the randome. The weather
highlight (WATCH™) feature identif ies radar receives power through the RADAR RT
shadow effects of short-range cell activity. circuit breaker on the pilot CB panel.
This system identif ies the areas behind
intense weather cells, or large areas of less
intense precipitation, where the radar display
can be less accurate.
The weather radar also has an automatic
target aler t feature that looks ahead for
intense cell activity in the 80–320 NM range.
This component provides a warning, even if
t h e p i l o t d o e s n o t a c t ive ly m o n i t o r t h e
displays.

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Figure 34-19. Secure Digital (SD) Cards

Figure 34-20. Updating Database

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 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

MAINTENANCE NOTE
Pressing the ENT key with check
PRACTICES and uncheck the highlighted
configuration box.
G1000 Software and
Configuration Upload Overview • Once the desired files are selected press the
LOAD softkey.
This section instructs the user on how to
upload software and conf iguration f iles using • After the software and configuration files
the System Upload Page in conf iguration are loaded, turn off the system and reinsert
mode. This page allows the user to specify the Supplemental Database Cards in the
what f iles are to be loaded. For a complete bottom slot of each display. Be sure to
G1000 software and conf iguration loading insert the card removed from the MFD
procedure see the Garmin Line Maintenance back into the MFD.
manual.
System Upload Page Softkeys
• Remove the Supplemental Database cards
from the bottom slots of each display. Note The following softkeys are available on the
wh i c h c a r d wa s r e m ove d f r o m t h e System Upload page:
MFD so it may be identified later for
reinsertion in the MFD when software and CHK ALL—Checks all software and
configuration loading is complete. It conf iguration f iles.
c o n t a i n s a F l i t e C h a r t o r C h a r t v i ew CHK SW—Checks all software f iles.
database which is only used by the MFD.
• Unless otherwise specified insert the CHK CFG—Checks all conf iguration
G1000 Software Loader Card into the top f iles.
slot of PFD #1.
CLR ALL—Clears all checked f iles.
• Start the G1000 in configuration mode.
LOAD—Loads all checked f iles.
• Press the NO softkey at the “Do you want
to update system files?” prompt.
• On PFD #1, go to the System Upload page NOTE
using the FMS knob. N o s o f t wa r e o r c o n fi g u r a t i o n
• Activate the cursor and highlight ‘C208, loading is required if a Garmin unit
C208B’, or Installation Options, as is removed and reinstalled. This does
appropriate, in the AIRFRAME field. not include units that were returned
for repair, as their software and
• Press the ENT key. configuration files are deleted during
• Highlight ‘C208, C208B’, or Installation the repair testing process. Refer to the
Options in the FILE field. Garmin Line Maintenance manual for
• Press the ENT key. the list of applicable LRUs.
• Press the CLR ALL softkey.
• Using the FMS knob select the desired
software and configuration files to upload.

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 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL
Avionics Systems (Non-G1000)
Figure 34-21.
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 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

NON-G1000 GENERAL Additional circuit breakers are the LEFT and

RIGHT TURN BANK, LEFT and RIGHT
T h i s c h a p t e r s c o n t a i n s t h e f o l l ow i n g PITOT HEAT, AIR SPEED WARN, RH ATT
sections: GYRO, and ENC ALTM.

• Flight environment data systems that sense

environment conditions and use data to NOTES
influence navigation
• Attitude and direction systems that use
magnetic gyroscopic and inertia forces
• L a n d i n g a i d s y s t e m s t h a t p r ov i d e
guidance during approach, landing, and
taxiing
• Independent position determining
systems that determine position mainly
independent of ground installation
• Dependent position determining systems
that deter mine positions; mainly
dependent on ground installation

The cockpit CB panels contain applicable

c i r c u i t b r e a k e r s o n AVO N I C S B U S 1
(Figure 34-21).
• COM/NAV 1
• XPDR 1
• WX RADAR
• ADF 1
• DG
• RMI

AVONICS BUS 2 has the following circuit

breakers:
• COM/NAV 2
• XPDR 2
• ADF 2
• DME
• RNAV
• RADIO ALT
• AVN FAN
• GPS/LORAN
• YAW GYRO

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PILOT SYSTEM COPILOT SYSTEM

PITOT STATIC PITOT STATIC

DRAIN DRAIN

A/S A/S
IN IN

ALT ALT

VSI VSI

ALT
ETM
ALT.

A/P A/S
ETM

DRAIN

MAX
A/S

LOW
A/S

Figure 34-22. Pitot-Static System

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FLIGHT ENVIRONMENTAL DATA Aircraft with optional copilot flight

instruments have a pitot-static 2 system in the
Systems that sense environmental conditions right wing. Pitot-static 2 does not have an
to influence navigation include the pitot-static, optional alternate static source.
air temperature, ver tical speed indicator
( r a t e - o f - c l i m b ) , a i r s p e e d i n d i c a t o r, a n d Pitot System
altimeters.
The pitot system uses a pitot and tube
The aircraft may have a second optional right assembly in leading edge of left wing (right
pitot-static system independent from the left wing for right system) just inboard of
system. In addition, an optional right flight landing lights (WS 185.00). Ram air passes
p a n e l m ay h av e a n a i r s p e e d i n d i c a t o r, through the pitot assembly and then flows
a l t i m e t e r, ve r t i c a l s p e e d i n d i c a t o r, a n d through lines to a pressure switch forward of
turn-and-bank indicator. the instrument panel to the airspeed
indicator.
Even though the mounting locations on the
right panel are different from those on the left T h e p i t o t a s s e m b l y h a s t wo e l e c t r i c a l
panel, the removal, installation, trouble heating elements to prevent ice from
shooting, and maintenance practices and obstructing passage of ram air through pitot
procedures are the same for both left and right assembly. The electrical system powers the
installations. heating elements. A switch at the lower left
cor ner of instr ument panel controls this
The right panel may also incor porate an heating. One switch controls both left and
optional electric gyro system independent of optional right pitot tube heating elements
the left vacuum driven gyros. (Figure 34-23).

PITOT-STATIC SYSTEM
A i r c r a f t w i t h o u t t h e G 1 0 0 0 av i o n i c s
system may have two pitot-static systems.
Pitot-static system 1 is the standard
installation for pilot instr uments (Figure
34-22). An alternate static source valve on
the lower corner of the pilot instrument panel
allows for selection of alternate static source
if the primary static source fails.

Figure 34-23. Pitot System

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Static System NOTES

The static system uses a static port, a static
source drain valve, an alternate static source
selector valve, and necessary plumbing to
operate the airspeed indicator, vertical speed
indicator, and altimeter.
The static port is in the pitot assembly. A line
runs from static port through the tube along
the leading edge of wing to WS 33.50. From
there, it travels down the forward door post at
FS 154.00 to the static source drain valve
below and left of the alternate static source
selector valve.
The static source drain valve at the lowest
p o i n t i n t h e s y s t e m i s f o r d r a i n i n g a ny
moisture. Refer to placard adjacent to the
valve for drain valve operation instructions.
Chapter 5 in the maintenance manual lists
time limit intervals for draining moisture.

CAUTION
Except for the use of the system
drains and alternate static source
pressure valves, accomplish a leak
test after the static pressure system
is opened or closed.

Alternate Static Source

The alternate static source valve allows an
alternate source of static air pressure from
inside the cabin. The static ports in the pitot
tube are the only source of static air for the
right system.

NOTE
The alternate static sources is for
emergency situations only when the
normal system is inoperative. When
the alternate static source valve is
used, instrument readings may vary
from normal readings because the
static air sources is inside the cabin.

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Airspeed Warning Horns NOTES

The overspeed pressure switch and icing low
airspeed awareness system in the pitot-static
system activate the airspeed warning horns.
The horns behind the headliner above the pilot
operate when the airspeed is more than 175
KIAS (V MO) or less than 110 KIAS ±5 KIAS.
A warning signal can also be heard in the
headset.

ETM Connection
The Altair Engine Trend Monitoring (ETM)
system attaches to the pitot-static system
behind the copilot instrument panel at
FS 117.55. A pitot transducer and static
transducer supply analysis to the ETM. For
more information, refer to Chapter 77 in this
manual.

Maintenance Considerations
Correct maintenance of the pitot-static
systems is essential for the correct operation
of the altimeter, vertical speed indicator, and
airspeed indicator. Leaks, moisture, and
obstructions in the pitot system result in false
airspeed indications.
Static system malfunctions affect indications
of all three instruments.
Cleanliness and correct installation are the
principle rules for maintaining the system.
The pitot tube and static port must be kept
clean and clear of obstructions.

CAUTION
If an autopilot or integrated flight
control system is installed, ensure all
portions of these systems that
interconnect with the static system
are disconnected before purging the
static system.

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OAT GAGE

VERTICAL SPEED INDICATOR

TRUE AIRSPEED INDICATOR

Figure 34-24. OAT Gage, Vertical Speed Indicator, and True Airspeed Indicator

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OAT GAGE NOTES

The mechanical outside air temperature (OAT)
gage is calibrated in both degrees Fahrenheit
and Centigrade. It is in the upper left corner
of the windshield and extends up through the
fuselage (Figure 34-24).

VERTICAL SPEED INDICATOR

The vertical speed indicator (VSI) measures
the rate of change in static pressure when the
aircraft is climbing or descending (Figure
34-24). It indicates the rate of ascent or
descent in feet per minute with a pointer.
A zero adjust screw on the front of the VSI in
t h e l owe r l e f t c o r n e r a l l ow s f o r p o i n t e r
adjustment. An optional (dual) VSI is
available for the right instrument panel.

TRUE AIRSPEED INDICATOR

The true airspeed indicator in the upper left
corner of the pilot instrument panel (Figure
34-24) has a conversion ring that may be
rotated until pressure altitude is aligned with
outside air temperature.
The airspeed indicated on the instrument is
then read as true airspeed on the adjustable
ring. An optional airspeed indicator on the
right instrument panel is not true airspeed.

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ALTIMETER

RADAR ALTIMETER

Figure 34-25. Altimeter and Radar Altimeter

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ALTIMETER Radar Altimeters

The altimeter on the pilot instrument panel The optional KRA-10A radar altimeter (Model
c o nv e r t s s t a t i c p r e s s u r e i n t o a v i s u a l 208 and passenger) gives absolute altitude
indication of aircraft altitude above sea level. i n d i c a t i o n f r o m 2 , 5 0 0 t o 3 5 f e e t AG L
Pointers on the instr ument dial indicate (depends on terrain reflectivity and aircraft
altitude in increments of 100, 1,000, and bank angle).
10,000 feet. A barometric scale in the
instrument is calibrated in inches of mercury. The optional KRA-405B radar altimeter
A knob on the lower left corner manually (Model 208 and 208B) gives an altitude
adjusts for local barometric conditions. An indication range of 2,000 feet to –20 feet that
optional altimeter is also available for the can change with ter rain reflectivity and
right instrument panel. aircraft bank angle. The altitude indicator has
two scales marked on the face. Between 0 feet
Va r i o u s a l t i m e t e r s a r e ava i l a b l e . T h e y to 500 feet, the scale divides into 10 feet
include the following: increments; from 500 feet to 2000 feet, the
scale divides into 100 feet increments.
• 5035 Series (Model 208 only)
• KEA-130A (Model 208 only) The decision height (DH) knob selects
s e t t i n g f o r d e c i s i o n h e i g h t b u g ( Fi g u r e
• EA-401A 34-25).
A l l o f t h e a b ove h ave d u a l f u n c t i o n s o f
visual altitude indication and encoding NOTES
a l t i t u d e f u n c t i o n s t o AT C t h r o u g h t h e
aircraft transponder.
The optional EA-801A (208 model only)
functions the same as the previous models, but
it also includes an optional altitude alerter in
left portion of instrument panel. The alerter
with the encoding altimeter supplies
preselected altitude signal to the integrated
flight control system (IFCS) when installed.
It also provides visual and aural warnings as
the aircraft approaches, and then deviates
from selected altitude (Figure 34-25).

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MAGNETIC COMPASS

TURN AND BANK INDICATOR

Figure 34-26. Magnetic Compass and Turn and Bank Indicator

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ATTITUDE AND NOTES

DIRECTION
This section contains information pertaining
to such items as the magnetic compass, turn
and bank indicator, and stall warning system.

MAGNETIC COMPASS
The magnetic compass is on the top left
center of the glareshield. The compass is
liquid f illed with expansion provisions to
compensate for temperature changes. It has a
circular, calibrated compass card visible
through a window in the compass case.
The compass has compensating magnets and
two adjusting setscrews: one for north/south
headings and one for east/west headings. These
setscrews are on the face of the compass
behind the bezel (Figure 34-26).
The lower panel light rheostat on the left lower
instr ument panel controls the integ ral
lighting of the compass.

TURN AND BANK INDICATOR

The turn and bank indicator to the left of the
control column on the pilot instrument panel
( Fi g u r e 3 4 - 2 6 ) i s a n e l e c t r i c a l ly d r ive n
gyroscope rate-of-turn indicator. It operates
only when the aircraft battery switch is on.
A fluid dampened inclinometer in the
instrument is a curved, liquid f illed glass tube
in which a ball moves with dampened motion.
It changes positions according to gravitational
and centrifugal force acting on the aircraft.
An optional right turn and bank is also
available.

GYROS
The primary horizon and directional
indicators are on the left flight panel. Optional
copilot backup instruments are available for
the right flight panel.

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KI 256

Figure 34-27. KI 256

KI 525A HSI

Figure 34-28. KI 525A HSI

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KI 256 • Selected course pointer—Head of two-part

arrow indicates desired VOR or localizer
The KI 256 flight command indicator course; tail indicates the reciprocal
(Figure 34-27) in the left removable flight • VOR/RNAV and LOC deviation—Bar
p a n e l c o n t a i n s a n a i r - d r iv e n g y r o t h a t corresponds to left/right needle on standard
requires the following: course deviation indicators
• Engine running • D ev i a t i o n s c a l e — E a c h wh i t e d o t
• Pressure or vacuum system operating represents two degrees of deviation left or
right of course when tuned to a VOR fre-
• Gyro up to speed quency
• Heading select bug—Movable orange
The indicator displays the following: marker on outer perimeter selects desired
• Pitch and roll attitude heading, which is coupled to the KFC 225
flight control system for heading select
• Flight director pitch and roll commands function
• Gyro up to speed; gyro needs three minutes • To-From indicator—White triangle near
to come up to speed center that indicates whether course
selected is to or from selected VOR station
The horizon indicator gyro in the left and/or RNAV waypoint
removable flight panel visually indicates the
aircraft pitch and roll attitude with respect to • Dual glideslope pointers—Chartreuse
the earth. It also displays the flight director triangular pointers on either side of the
pitch and roll commands. A decision height display drop into view when a usable
(DH) annunciator is available with a radar glideslope signal received; they disappear
altimeter. when glideslope signal becomes marginal;
on glideslope, points align with center
markers on glideslope scale
KI 525A HSI • Glideslope deviation scale—White dots
The panel-mounted KI 525A HSI combines the on each side indicate above or below when
used in conjunction with the glideslope
functions of the standard directional gyro and pointers or on glideslope during an ILS
the course deviation indicator's VOR/LOC approach
glideslope information (Figure 34-28). It
provides a single presentation of the complete When the aircraft is precisely on the VOR
horizontal navigation situation. radial or localizer course, the VOR deviation
bar forms the center section of the selected
R e s p o n d i n g t o i n p u t f r o m t h e s l av e d
course pointer; it is positioned under the
directional gyro, the compass card rotates
symbolic aircraft. When the aircraft is off
within the display so that the aircraft heading
course or approaching a new course, the VOR
is always at the top under the lubber line. The
deviation bar moves to one side or the other.
lubber line is a f ixed white marker at the top
Because the entire VOR and localizer display
that indicates aircraft magnetic heading.
rotates with the compass card, the angular
The following are also part of the display: relationship between the deviation bar and the
s y m b o l i c a i r c r a f t p r ov i d e s a p i c t o r i a l
• Symbolic aircraft—Points toward the top symbolic display of the aircraft position with
of the display and lubber line
respect to the selected course.

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Figure 34-29. King NAV/COM - Type KX-165

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Controls KING MARKER BEACON

Controls on the indicator include: The King system includes a crystal controlled
• Course select knob—Rotates course superheterodyne marker beacon receiver with
pointer to the desired course on the three-light presentation incorporated in the
compass card; knob corresponds to the KMA-24 audio control panel.
omni bearing selector (OBS) on standard
NAV indicators The system also has an external antenna.
• Heading select knob—Rotates heading
selec t b ug to a desired po i n t o n t h e ALLIED-SIGNAL AVIONICS
compass card (KR21) BEACON
Abnormal Conditions The Allied-Signal system includes a
three-light presentation incorporated into the
A red HDG warning flag becomes visible in KR21 marker receiver. The system has an
the upper right quadrant when electrical power external antenna.
is inadequate or directional gyro is not up to
speed.
SPERRY 400 (TYPE R-443B)
A red NAV warning flag becomes visible in
upper left quadrant when no usable signal is GLIDESLOPE
available. This optional Sperry system can be a single
or dual installation. The system consists of a
r e m o t e - m o u n t e d r e c e ive r c o u p l e d t o a n
LANDING AIDS existing 300 or 400 navigation system, a panel
mounted indicator, and an externally mounted
The landing and taxiing systems provide antenna.
guidance during approach, landing, and
taxiing. The localizer, glidescope, and marker KING NAV/COM (TYPE KX-165)
beacon systems are for approach and
landing. The King system with integral glideslope
receiver is a single or dual installation. The
Various models are available. system consists of a remote-mounted receiver
Refer to the Cessna avionics installations coupled to an existing KX-165 navigation
service/part manual for wiring diagrams. Refer system, a panel mounted HSl, and an
to the appropriate vendor’s publication for externally mounted antenna (Figure 34-29).
maintenance information.
OPTIONS
SPERRY MARKER BEACON The Sperry and King receivers for localizer,
On Model 208 only, the Sper ry system is glideslope, marker beacon, and VHF
internally incorporated in the Sperry (Type o m n i d i r e c t i o n a l r a n g e ( VO R ) a r e a l l
SMA-90) audio control panel with an combined into one navigational receiver (NAV
antenna on the lower surface of the fuselage. 1). Optional on Model 208 only, are Sperry
NAV receivers 300 NAV/COM (RT-385A) or
400 NAV/COM (RT-485B). The optional King
receivers (KX-165 NAV/COM) are available
on 208 and 208B passenger models.

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INDEPENDENT Operation
POSITION All controls are on the front panel of the
display. The display provides a four-color
DETERMINING weather display with four separate levels of
rainfall intensity. These include:
The independent position determining
s y s t e m s p r ov i d e i n f o r m a t i o n t o a i d i n • Green
determining aircraft position; they operate • Yellow
mainly independently of ground installation.
Systems include weather radar and lightning • Red
detectors. • Magenta
Various weather radar systems are available. In addition, the display has blue segmented
All these systems include a wing mounted concentric range arcs and an amber antenna
receiver/transmitter pod, a stabilized X-band tilt angle readout.
radar antenna, and a panel mounted radar
indicator. The selector switch on the display has the
following positions:
• K i n g K W X - 5 6 c o l o r we a t h e r r a d a r
system on Models 208, 20800061 and • OFF—Removes primary power
subsequent; Bendix RDS-82 color weather
radar system on Models 208, 20800061 • SBY—After 60 seconds in standby (SBY)
and subsequent mode, the system is in operational ready
status; STBY displays in lower left
• Bendix RDS-81 color weather radar on
Models208B and 208B passenger • TST—Selects test function; test pattern
displays, and TEST displays in lower left
Refer to the Avionics Installations Service/ • ON—Normal operation (radar
Parts Manual for installation and electrical transmission exists); weather mode and
wiring information. Refer to the appropriate 80 mile range are automatically selected
vendor manual for more detailed information.
Maintenance Considerations
RDR 2000 DIGITAL WEATHER Do not operate radar during refueling. Do not
RADAR operate within 15 feet of ground personnel or
c o n t a i n e r s w i t h f l a m m a bl e o r ex p l o s ive
The RDR 2000 system detects signif icant material.
en route weather formations up to a distance
of 240 nm.
BF GOODRICH WX-1000+/E
Components include a receiver-transmitter STORMSCOPE
on the wing pod, a stabilized 12-inch X-band
radar antenna, and a display indicator in the The BF Goodrich WX-1000+/E Stormscope
cockpit. The antenna compensates for up to We a t h e r M a p p i n g S y s t e m i s a l i g h t n i n g
±30º of aircraft pitch and roll. detection system that detects, locates, and
map s areas o f ver t ical elect ri cal ch arge
Although the radar’s primar y pur pose is activity (lightning) 360º around the aircraft to
weather mapping, a ground mapping mode a distance of 200 nautical miles.
displays prominent topographical features.

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The system contains an electronic checklist Display Unit

that may be customized to meet specif ic
requirements. It can connect to an external The display unit has a high resolution (256 x
analog synchro (gyro) heading source to 256), raster-scan three-inch diameter cathode
display the heading. The gyro also maintains ray tube (CRT). The basic circuit functions
proper lightning display orientation while similarly to a conventional monochrome
turning. monitor except it has balanced input drives.
Four buttons control the processor functions
Additionally, the system can interface with the for various displays.
BF Goodrich Skywatch System (see next
s e c t i o n ) t o p r ov i d e d u a l u s e w i t h o n e BF GOODRICH SKYWATCH
indicator. A switch near the indicator selects
the desired mode T h e B F G o o d r i c h S ky wa t c h ( S K Y 4 9 7 )
traff ic advisory system is an airborne traff ic
The system consists of three major advisory system that advises the flight crew
components: receiver/transmitter antenna, where to look for aircraft posing a collision
processor, and display unit. t h r e a t . I t a l e r t s t h e c r e w t o n e a r by
t r a n s p o n d e r- e q u i p p e d a i r c r a f t t h a t m ay
The processor has a built-in auto test with present a danger.
diagnostics for the following:
Traff ic information is graphically displayed
• Antenna on the display unit. A range of either 2 or 6
• Analog processing program nautical miles may be selected.
• Video, and data memories
• Heading flag
Components
Components of the system include a TRC497
• Clock battery transmitter receiver computer (TRC), a TRC
• Stuck mic key (over one minute) mounting tray, a shared WX-1000/5KY497
display, and a NY-164 antenna on the forward
Tests are conducted during power up or may upper fuselage.
be operator initiated. Six primary functions are
continuously tested several times per minute The directional antenna is a teardrop shaped
during system operation. The processor also antenna. Connections are through two TNC
contains the system power supply. and one BNC connector. The antenna is sealed
with an 0-ring to ensure a tight seal between
A self-test is automatically initiated each time antenna and aircraft skin.
system is turned on. Following the self-test,
a main menu presents a menu of system A selector switch on the instrument panel next
operating modes. Refer to the manufacturer’s to the display allows the crew to choose
installation manual for operation of available between Stormscope or Skywatch operation.
modes
NOTE
T h e B F G o o d r i c h W X 1 0 00+/E
Stormscope system uses the same
display unit, which is designated as
WX-1000/5KY497 display. WX1000+
indicates an enhanced version of the
Stormscope. The added E indicates the
WX-1000+ Stormscope with NAVAID.

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Operation DEPENDENT POSITION

With Skywatch mode selected, the system can
track up to 30 intruder aircraft with only the
DETERMINING
eight highest priority appearing on the display. The dependent position determining
Horizontal surveillance tracking radius is 11 s y s t e m s i n c l u d e n av i g a t i o n r e c e ive r ( s ) ,
nautical miles maximum with a relative distance measuring equipment (DME),
altitude tracking range of plus or minus 10,000 ADF(s), transponder(s), and area navigation
feet maximum. and course indicators.
The OFF/BRT switch on the display controls The Sperry system on Model 208 includes the
power and displays brightness. following:
The Skywatch/Stormscope mode switch is • 300 NAV/COM(s) (RT-385A)
necessary with installation of the WX-1000+/E
Stormscope Weather Mapping System. This • 300 ADF (R-546E)
switch allows the flight crew to switch the • SDM-77A DME (RT-377A)
d i s p l ay b e t we e n t h e 5 K Y 4 9 7 a n d
WX 1000+/E. • 400 Transponder (RT-459A)

I f a t r a ff i c a d v i s o r y i s d e t e c t e d i n t h e Optional equipment is the 400 NAV/COM(s)

Stormscope mode, the display automatically (RT-485B), 400 ADF (R-446A), 400 RNAV
switches to Skywatch mode. (RN-479A), and RMI (IN-404A).
The King system consists of the following:
Maintenance Considerations • KX-165 NAV/COM with Kl-206 Indicator
The WX-1000+/E maintenance switch is on the • KR-87 ADF(s)
aft tail cone avionics shelf. This switch, when
moved to Skywatch allows that system to be • KN-63 or KN-63 (01) DME
powered up if the WX-1000+/E has been • Kl-229 RMI (Model 208 and 208B
removed. passenger)
I f t h e S ky wa t c h T R C i s r e m ove d, u s e a • KNI-582 RMI (Model 208 and 208B
shorting plug to allow the WX-1000+/E to passenger)
continue operating. • K T- 7 9 Tr a n s p o n d e r w i t h K E A - 1 3 0
Encoder
• KNS-81 Integrated NAV System

R e f e r t o m a n u f a c t u r e r ’s m a i n t e n a n c e
manual and vendor publications for details.

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 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

KN-53 NAVIGATION SYSTEM in one MHz increments with rollover at each

band range. The small tuning knob (inner
The KN-53 is a transceiver with glideslope concentric) increases or decreases the display
capabilities. This system provides means to in 50 kHz increments. The selector knobs also
n av i g a t e w i t h a n a n a l og i n d i c a t o r. T h e control DME and optional internal glideslope
system is FAA approved for both navigation channeling.
and landing operations.
Depressing the transfer button transfers
The KN-53 system consists of a panel- selected frequency displayed in the STBY
m o u n t e d t r a n s c e iv e r w i t h d i g i t a l s t y l e window to the USE window; the frequency in
r e a d o u t a n d i n d i c a t o r. T h e s y s t e m u s e s t h e U S E w i n d ow t r a n s f e r s t o t h e S T B Y
existing antennas. Other components such as window.
localizer, glideslope, marker beacon, and DME
m ay b e i n t e r f a c e d w i t h t h e K N - 5 3 A photocell that reacts to ambient light
system. automatically controls the brightness for the
displays.
The VOR/LOC transceiver operates 200
channels in the frequency range of 108.00 to
117.95 MHz. The localizer operates on 40 TRANSPONDERS
channels between the 108.10 to 111.95 MHz. The transponder enables the ATC ground
When selecting a localizer frequency/channel, controller to see and identify aircraft on the
a corresponding glideslope frequency/channel radar scope.
is automatically selected.
An assortment of transponders is available
A pair of existing navigation antennas receive for the aircraft. These include the KT-72 (Mode
the VOR/LOC signals. Coaxial cables that run C ) , K T- 7 3 ( M o d e S ) , G a r m i n G T X 3 2 7 ,
the length of the fuselage connect the Garmin 330, and the KT-79.
antennas to the KN-53.

Operation KT-79
The KT-79 responder receives interrogating
The KN-53 transceiver contains all operating signals on 1030 MHz and replies on 1090
controls and displays on the front panel. MHz. This system is capable of replying to
Clockwise rotation of the ON/OFF/VOL/IDEN Mode A (aircraft ID) and Mode C (altitude
knob applies power to the system. When the reporting).
knob is pushed in, NAV voice is heard. When An encoding altimeter enables the
the knob is pulled out, the Morse Code transponder to automatically repor t
identif ication signal plus voice is heard. a l t i t u d e t o AT C . I t p r ov i d e s a l t i t u d e i n
Rotating the knob adjusts volume level. 100-foot increments between –1,000 feet to
Rotating it fully counterclockwise removes +35,000 feet.
power. The system consists of a solid-state
Rotating the concentric frequency selector panel-mounted transmitter, an exter nally
knobs dials a desired operating frequency for mounted antenna, a XPDR IDENT switch on
t h e S T B Y w i n d ow. C l o c k w i s e r o t a t i o n the control wheel, and the mode selector knob.
increases and counterclockwise rotation
decreases the particular displays.
The larger knob (outer concentric) increases
or decreases the MHz portion of the display

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 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

Figure 34-30. Global Positioning System

Controls The XPDR IDEN switch on the control wheel

selects a special identif ier pulse to be
The mode selector knob has the following t r a n s m i t t e d w i t h t r a n s p o n d e r r e p l ay t o
positions: p r ov i d e i m m e d i a t e i d e n t i f i c a t i o n o f t h e
• OFF—No power aircraft.
• S T B Y — S y s t e m i s i n s t a n d by m o d e
(code selection available) KLN-89B GPS
• ON—Powers system The global positioning system for the aircraft
• ALT—Enables transponder to transmit is the KLN-89B GPS (Figure 34-30). It is a
altitude; ALT ON annunciated three dimensional precise location and
navigation system based on a constellation of
• TST—Selects test function; disables 24 satellites orbiting the earth. It is certif ied
system during test; R annunciated receiver for IFR flight with receiver autonomous
fault integrity monitoring (RAIM). The system
requires f ive or more satellites (or 4 and

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pressure altitude input) in view to maintain Operations

RAIM standard precision.
Traff ic advisory system (TAS) is an airborne
The system consists of a panel mounted system to detect and track aircraft. The
control display unit (CDU), an externally processor and antennas detect and track other
mounted flat GPS antenna on the forward aircraft by interrogating the transponders in
portion of the fuselage, and the GPS nearby aircraft. It then analyzes the replies to
annunciator switches. d e t e r m i n e r a n g e , b e a r i n g , a n d r e l a t iv e
altitude. If the TAS determines a possible
A NavData card with a current database comes collision hazard exists, it issues visual and
with the unit. Update database information aural advisories to the crew.
ever y 28 days. If data is out of date, the
system provides a warning message at each TAS predicts the time to and the separation of
power-up. the intruder’s closest point of approach (CPA).
If the system predicts safe boundaries may be
violated, it issues a traff ic advisory (TA).
CAUTION B e c a u s e TA S s e p a r a t e s t h e s u r r o u n d i n g
airspace into two altitude layers, it applies a
U p d a t e d a t a b a s e o n ly wh e n t h e different sensitivity to each layer. Lower
aircraft is on the ground. The KLN altitudes have less sensitive thresholds. This
89B does not perform any navigation prevents unnecessary advisories in the higher
function while the database is being traff ic densities (i.e., terminal areas).
updated.
If a radar altimeter is installed and it is
inoperative, TAS is also inoperative.
HAZARD AWARENESS
SYSTEM If a display failure occurs, the display fail flag
appears on the display. The TAS processor
The 208 may be equipped with the KMH 880 does not cause a display fail flag.
integrated hazard awareness system (IHAS).
This system combines the KGP general
aviation enhanced ground proximity warning
system (EPWS) with the KTA 870 traff ic
advisory system (TAS) into one unit.
T h e s y s t e m c o n s i s t s o f t h e f o l l ow i n g
components:
• Processing unit in the tail
• Configuration module
• Directional antenna on top of the fuselage
• Omni-directional antenna on bottom of
fuselage (or cargo pod)
• KMD 850 Multi-function Display (MFD)

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Figure 34-31. Automatic Direction Finder

Display • OVLY—Selects flight plan for overlay on

t r a ff i c d a t a ; G P S f l i g h t p l a n c a n b e
The display panel for the system has the overlaid on traffic display if desired data
following controls: available
• TRFC—Displays traffic page
TAS displays one of three different traff ic
• RNG up/down—Advances indicator to symbols based on the intruder’s location and
next range; selected range displays in lower closing rate. Relative bearing and distance to
left with inner range ring always 2 nm the intruder aircraft are shown by the position
• VIEW—Toggles between altitude views of the intruder’s symbol in relation to your
of NORMAL (±2,700 feet), ABOVE aircraft symbol.
( – 2 , 7 0 0 , + 9 , 0 0 0 f e e t ) , a n d B E L OW
(–9,000, +2,700 feet) relative to own The symbols change shape and color as
aircraft separation decreases to indicate increasing

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levels of urgency. The traff ic symbols may KR-87 DIGITAL ADF

also have an associated altitude tag that shows
the relative altitude in hundreds of feet. The KR-87 is a panel-mounted digital
automatic direction f inder (ADF) (Figure
• A + sign and number above the symbol 34-31). Because it provides continuous 1-kHz
indicates intruder is above your altitude digital tuning in the frequency range of
• A – sign and number beneath indicate 200-kHz to 1799 kHz, it eliminates the need
intruder is below your altitude for mechanical band switching.
• A trend arrow appears when the intruder’s The system consists of a receiver with a
vertical rate is 500 feet per minute or built-in electronic timer, a bearing indicator,
greater and a KA-44B combined loop and sense
antenna.
No altitude or trend arrow appears beside any
intruder that is non-altitude reporting. T h e A D F sw i t c h e s b e t we e n p r e s e l e c t e d
standby and active frequencies. Frequencies
I f TA S f a i l s t o l o c a t e t h e a z i m u t h o f s t o r e i n a n o nvo l a t i l e m e m o r y u n i t t h a t
another aircraft, a NO BEARING message requires no battery power.
appears on the display when the intr uder
becomes a TA (traff ic advisory). The ADF can also plot position and
homing procedures and ser ve as an aural
reception of AM signals.
Self-Test
A TA S s e l f - t e s t d e t e r m i n e s o p e r a t i o n a l
status of the system. Once begun, the test NOTES
continues automatically for approximately
eight seconds. During the self-test, normal
TAS operation is inhibited. Select 5nm as the
optimum display during self-test.
During the few seconds of the test sequence,
the traff ic display allows verif ication of each
type of intruder symbol.
TAS TST displays followed by a test pattern.
With 5 nm range, the following appear:
• Yellow circle (TA) at 9 o’clock; range of
two miles, 200 feet below and climbing
• Solid white diamond (proximity traffic) at
1 o’clock; range 3.6 miles, 1,000 feet below
and descending
• Open white diamond (non-threat traffic) at
11 o’clock; range of 3.6 miles, 1,000 feet
below, flying level

At conclusion of successful test, a synthesized

voice announces TAS SYSTEM TEST OK. If a
failure is detected, the audio message is TAS
SYSTEM TEST FAIL. In addition, a TAS flag
appears on the traffic display.

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Figure 34-32. DME Indicator

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 CESSNA 208 CARAVAN I MAINTENANCE TRAINING MANUAL

DI-573 DME INDICATOR NOTES

Displays on the KDI-573 DME indicator
(Figure 34-32) are the following:
• Range to the nearest nautical mile from 9
to 00.0
• Range to the nearest one nautical mile
from 100 to 389
• Groundspeed to the nearest knot from 0 to
999 knots.
• Time-to-station to the nearest minute from
0 to 99; also indicates 99 for any time
greater than 99 minutes

The master selector switch controls power. It

also selects the DME channeling source N1
(NAV 1), HLD (NAV 1 or NAV 2), and N2
(NAV 2). Because the DME uses channels
paired with VOR/LOC channels, channeling
is through NAV frequency selectors in most
installations. Tuning the desired VOR/LOC
frequency on the NAV frequency selector
automatically pairs the proper DME channel.
• 1 displays when N 1 selected as source
• 2 displays when N 2 selected

In hold (HLD) mode, H1 or H2 displays to

indicate source is held.
The indicator displays RNV when the display
range, groundspeed, and time-to-station derive
from an area navigation system.
Tu r n o n p owe r t o t h e D M E o n l y a f t e r
engine start-up to increase the reliability of the
solid-state circuitry

Abnormal Operation
Dashes display when the indicator is in search,
or if power is tur ned on or momentarily
inter r upted while in HLD mode. This
indicates the loss of the DME holding
frequency.
Place selector in N 1 or N 2 to re-establish
operation.

Revision 0.1 FOR TRAINING PURPOSES ONLY 34-63