208BIMBUS 01 Cessna_208_C208B G1000_Grandcaravan_POH PIM_2008 Cessna 208 C208B G1000 Grandcaravan POH PIM 2008

User Manual: Cessna_208_C208B-G1000_Grandcaravan_POH-PIM_2008

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CESSNA
MODEL 208B G1000

INTRODUCTION

NOTICE

AT THE TIME OF ISSUANCE, THIS INFORMATION MANUAL
WAS AN EXACT DUPLICATE OF THE OFFICIAL PILOT’S
OPERATING HANDBOOK AND FAA APPROVED AIRPLANE
FLIGHT MANUAL AND IS TO BE USED FOR GENERAL
PURPOSES ONLY.

IT WILL NOT BE KEPT CURRENT AND, THEREFORE, CANNOT
BE USED AS A SUBSTITUTE FOR THE OFFICIAL PILOT’S
OPERATING HANDBOOK AND FAA APPROVED AIRPLANE
FLIGHT MANUAL INTENDED FOR OPERATION OF THE
AIRPLANE.

THE PILOT’S OPERATING HANDBOOK MUST BE CARRIED IN
THE AIRPLANE AND AVAILABLE TO THE PILOT AT ALL TIMES.

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INTRODUCTION

CESSNA
MODEL 208B G1000

PERFORMANCE - SPECIFICATIONS
CARGO VERSION
*SPEED (KTAS):
Maximum Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . . 175 Knots
Maximum Cruise at 20,000 Feet . . . . . . . . . . . . . . . . . . . . 164 Knots
RANGE:With 2224 pounds usable fuel and fuel allowance for engine
start, taxi, takeoff, climb, descent and 45 minutes reserve.
Max Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . . Range 862 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 5.1 Hours
Max Cruise at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1044 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.6 Hours
Max Range at 10,000 Feet . . . . . . . . . . . . . . . . . . . Range - 963 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.5 Hours
Max Range at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1076 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 7.0 Hours
RATE-OF-CLIMB AT SEA LEVEL . . . . . . . . . . . . . . . . . . . . . . 925 FPM
SERVICE CEILING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,800 Feet
MAXIMUM OPERATING ALTITUDE . . . . . . . . . . . . . . . . . 25,000 Feet
TAKEOFF PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1405 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . . 2500 Feet
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 915 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . . 1740 Feet
STALL SPEED (KCAS):
Flaps Up, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Knots
Flaps Full, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Knots
MAXIMUM WEIGHT:
Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8500 Pounds
STANDARD EMPTY WEIGHT . . . . . . . . . . . . . . . . . . . . . 4680 Pounds
Maximum USEFUL LOAD . . . . . . . . . . . . . . . . . . . . . . . . 4105 Pounds
*Speeds are based on mid-cruise weight.
(Continued Next Page)

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CESSNA
MODEL 208B G1000

INTRODUCTION

PERFORMANCE - SPECIFICATIONS
CARGO VERSION (Continued)
WING LOADING . . . . . . . . . . . . . . . . . . . . . . 31.3 Pounds/Square Foot
POWER LOADING . . . . . . . . . . . . . . . 13.0 Pounds/Shaft Horsepower
FUEL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335.6 Gallons
OIL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Quarts
ENGINE: Pratt & Whitney Canada . . . . . . . . . . . . . . . . . . . PT6A-114A
Free Turbine Flat Rated at 675 Shaft Horsepower
PROPELLER:
McCauley 3-bladed, Constant Speed,
Full Feathering, Reversible Propeller
Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Inches
NOTE
The above performance figures are based on indicated
weights, standard atmospheric conditions, level, hardsurfaced dry runways and no wind. They are calculated
values derived from flight tests conducted by Cessna
Aircraft Company under carefully documented conditions
and will vary with individual airplanes and numerous factors
affecting flight performance. Performance for other
operational conditions can be derived by reference to
operational data in other sections of this POH/AFM.

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INTRODUCTION

CESSNA
MODEL 208B G1000

PERFORMANCE - SPECIFICATIONS
PASSENGER VERSION
* SPEED (KTAS):
Maximum Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . . 184 Knots
Maximum Cruise at 20,000 Feet . . . . . . . . . . . . . . . . . . . . 174 Knots
RANGE:With 2224 pounds usable fuel and fuel allowance for engine
start, taxi, takeoff, climb, descent and 45 minutes reserve.
Max Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . Range - 907 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 5.1 Hours
Max Cruise at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1109 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.6 Hours
Max Range at 10,000 Feet . . . . . . . . . . . . . . . . . . Range - 1026 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.6 Hours
Max Range at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1163 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 7.4 Hours
RATE-OF-CLIMB AT SEA LEVEL . . . . . . . . . . . . . . . . . . . . . . 975 FPM
SERVICE SEALING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,700 Feet
MAXIMUM OPERATING ALTITUDE . . . . . . . . . . . . . . . . . 25,000 Feet
TAKEOFF PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1365 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . 2420 Feet
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . . 1795 Feet
STALL SPEED (KCAS):
Flaps Up, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Knots
Flaps Full, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Knots
MAXIMUM WEIGHT:
Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8500 Pounds
STANDARD EMPTY WEIGHT . . . . . . . . . . . . . . . . . . . . . .4511 Pounds
Maximum USEFUL LOAD . . . . . . . . . . . . . . . . . . . . . . . . 4274 Pounds
*Speeds are based on mid-cruise weight.
(Continued Next Page)

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CESSNA
MODEL 208B G1000

INTRODUCTION

PERFORMANCE - SPECIFICATIONS
PASSENGER VERSION (Continued)
WING LOADING . . . . . . . . . . . . . . . . . . . . . . 31.3 Pounds/Square Foot
POWER LOADING . . . . . . . . . . . . . . . 13.0 Pounds/Shaft Horsepower
FUEL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335.6 Gallons
OIL CAPACITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Quarts
ENGINE: Pratt & Whitney Canada . . . . . . . . . . . . . . . . . . . PT6A-114A
Free Turbine Flat Rated at 675 Shaft Horsepower
PROPELLER:
McCauley 3-bladed, Constant Speed,
Full Feathering, Reversible. Diameter . . . . . . . . . . . . . . . . . 106 Inches
NOTE
The above performance figures are based on indicated
weights, standard atmospheric conditions, level, hardsurfaced dry runways and no wind. They are calculated
values derived from flight tests conducted by Cessna
Aircraft Company under carefully documented conditions
and will vary with individual airplanes and numerous factors
affecting flight performance. Performance for other
operational conditions can be derived by reference to
operational data in other sections of this POH/AFM.

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CESSNA
MODEL 208B G1000

INTRODUCTION

Cessna Aircraft Company
Model 208B G1000
This manual incorporates information issued in the Pilot's Operating
Handbook and FAA approved Airplane Flight Manual at Revision 1,
Dated 5 June 2008 (Part Number 208BPHBUS-01).
COPYRIGHT © 2008
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA

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MODEL 208B G1000

INTRODUCTION

TABLE OF CONTENTS
SECTION

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . .3
NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . .4
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . .6
AIRPLANE AND SYSTEM DESCRIPTION . . . . . . . . .7
HANDLING, SERVICE AND MAINTENANCE . . . . . . .8
SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

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MODEL 208B G1000

WARNINGS, CAUTIONS, AND NOTES
Throughout the text, warnings, cautions, and notes pertaining to
airplane handling and operations are utilized. These adjuncts to the text
are used to highlight or emphasize important points.
WARNING

Operating procedures, techniques, etc., which can
result in personal injury or loss of life if not
carefully followed.
CAUTION

Operating procedures, techniques, etc., which can
result in damage to equipment if not carefully followed.
NOTE
An operating procedure, technique, etc., which is
considered essential to emphasize.

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CESSNA
MODEL 208B G1000

INTRODUCTION

TABLE OF CONTENTS
SECTION

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . .3
NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . .4
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . .6
AIRPLANE AND SYSTEM DESCRIPTION . . . . . . . . .7
HANDLING, SERVICE AND MAINTENANCE . . . . . . .8
SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

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MODEL 208B G1000

SECTION 1
GENERAL

GENERAL
TABLE OF CONTENTS
Page
Three View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Descriptive Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Maximum Certificated Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Cabin and Entry Door Dimensions . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Baggage/Cargo Compartment
and Cargo Door Entry Dimensions . . . . . . . . . . . . . . . . . . . . . 1-9
Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Symbols, Abbreviations and Terminology . . . . . . . . . . . . . . . . . . . . 1-10
General Airspeed Terminology and Symbols. . . . . . . . . . . . . . . . . . 1-10
Engine Power Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Airplane Performance and Flight Planning Terminology . . . . . . . 1-13
Weight and Balance Terminology . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Autopilot/Flight Director and TFS Terminology . . . . . . . . . . . . . . 1-15
Warning, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Metric/Imperial/U.S. Conversion Charts. . . . . . . . . . . . . . . . . . . . . . 1-16
Weight Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Length Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Distance Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Volume Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Pressure Conversions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28

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MODEL 208B G1000

SECTION 1
GENERAL

Figure 1-1 (Sheet 1 of 2)
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SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

Figure 1-1 (Sheet 2)
NOTE
1. Dimensions shown are based on standard empty weight and
proper inflation of nose and main gear tires.
2. Wing span dimension includes strobe lights.
3. Maximum height shown with nose gear depressed as far as
possible.
4. Wheel base length is 13’-3 1/2”.
5. Wing area is 279.4 square feet.
6. Minimum turning radius (*pivot point to outboard wing tip
strobe light) is 33’ -8”.
7. Propeller ground clearance with standard tires and nose gear
fork:
a. Nose tire inflated and nose gear barrel extended 3 5/8”: 11
1/4”.
b. Nose tire deflated and nose strut fully compressed: 2 1/2”.
8. Propeller ground clearance with standard tires and extended
nose gear fork:
a. Nose tire inflated and nose gear barrel extended 3 5/8”: 14
3/4”.
b. Nose tire deflated and nose strut fully compressed: 5 7/8”.

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CESSNA
MODEL 208B G1000

SECTION 1
GENERAL

INTRODUCTION
This POH/AFM contains 9 sections, and includes the material required
to be furnished to the pilot by Federal Aviation Regulations and
additional information provided by Cessna Aircraft Company. This
handbook constitutes the FAA Approved Airplane Flight Manual.
WARNING

•

This POH/AFM is not intended to be a guide for
basic flight instruction or a training manual and
should not be used as one. It is not a substitute
for adequate and competent flight instruction,
pilot skill, and pilot knowledge of current
Airworthiness Directives, applicable federal
aviation regulations and/or advisory circulars.

•

Assuring the airworthiness of the airplane is the
responsibility of the airplane owner or operator.
Determining if the airplane is safe for flight is the
responsibility of the pilot in command. The pilot
is also responsible for adhering to the operating
limitations set forth by instrument markings,
placards, and this POH/AFM.

Generally, information in this POH/AFM is applicable to both the cargo
version and the passenger version of the Model 208B. Some
equipment differences exist between these versions. Specific versions
are identified through use of the terms “Cargo Version” and “Passenger
Version”. When one of these terms appears in text or on an illustration,
the information applies only to that group of airplanes. If no term
appears, the information applies to all airplanes.
Section 1 provides basic data and information of general interest. It
also contains definitions or explanations of symbols, abbreviations, and
terminology commonly used.

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GENERAL

CESSNA
MODEL 208B G1000

DESCRIPTIVE DATA
ENGINE
Number of Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine Manufacturer . . . . . . . . . . . . . Pratt & Whitney Canada, Inc.
Engine Model Number . . . . . . . . . . . . . . . . . . . . . . . . . . . PT6A-114A
Engine Type:
Free turbine, two-shaft engine utilizing a compressor section having
three axial stages and one centrifugal stage, an annular reverse-flow
combustion chamber, a one-stage compressor turbine, a one-stage
power turbine, and a single exhaust. The power turbine drives the
propeller through a two-stage planetary gearbox at the front of the
engine.
Horsepower . . . . . . . . . . . . . . . . Flat rated at 675 shaft horsepower.

PROPELLER
Propeller Manufacturer . . . . . . . . . . . McCauley Accessory Division
Propeller Model Number . . . . . . . . . . . . . . . 3GFR34C703/106GA-0
Number of Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Propeller Diameter. . . . . . . . . . . . . . . . . . . . . . Maximum 106 Inches
Minimum 104 Inches
Propeller Type:
Constant-speed, full-feathering, reversible, hydraulically-actuated
aluminum-bladed propeller, with a feathered blade angle of 88°, a
low pitch blade angle of 15.6°, and a maximum reverse blade angle
of -14° (30-inch station).

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MODEL 208B G1000

SECTION 1
GENERAL

FUEL
Approved Fuel Grade (Specification):
JET A (ASTM-D1655)
JET A-1 (ASTM-D1655)
JET B (ASTM-D1655)
JP-1 (MIL-L-5616)
JP-4 (MIL-T-5624)
JP-5 (MIL-T-5624)
JP-8 (MIL-T-83133A)
Alternate/Emergency Fuels:
Aviation Fuel (All grades of military and commercial aviation
gasoline).
CAUTION

Aviation gasoline is restricted to emergency use and
shall not be used for more than 150 hours in one
overhaul period; a mixture of one part aviation gasoline
and three parts of Jet A, Jet A-1, JP-5 or JP-8 may be
used for emergency purposes for a maximum of 450
hours per overhaul period.
Approved Fuel Additives:
One of the following additives is required for anti-icing protection:
Ethylene Glycol Monomethyl Ether
Diethylene Glycol Monomethyl Ether
CAUTION

JP-4 and JP-5 fuel per MIL-T-5624 and JP-8 fuel per
MIL-T-83133A contain the correct premixed quantity of
an approved type of anti-icing fuel additive and no
additional anti-ice compounds should be added.
If additional anti-static protection is desired, the following additive is
approved for use:
Dupont Stadis 450
If additional biocidal protection is desired, the following additives are
permitted for use in certain conditions:
Sohio Biobor JF
Kathon FP 1.5
(Continued Next Page)
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GENERAL

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MODEL 208B G1000

FUEL (Continued)
NOTE
Refer to Section 8 for allowable concentrations of the above
additives and additional information.
Fuel Capacity:
Total Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 335.6 U.S. Gallons
Total Capacity Each Tank . . . . . . . . . . . . . . . . . . 167.8 U.S. Gallons
Total Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332.0 U.S. Gallons

OIL
Oil Grade (Specification):
Oil conforming to Pratt & Whitney Engine Service Bulletin No. 1001,
and all revisions or supplements thereto, must be used. Refer to
Section 8 for a listing of approved oils.
Total Oil Capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 U.S. Quarts
(including filter, cooler, and hoses)
Drain and Refill Quantity . . . . . . . . . . . . . . . . . . . . . .9.5 U.S. Quarts
(approximately)
Oil Quantity Operating Range:
Fill to within 1 1/2 quarts of MAX HOT or MAX COLD (as
appropriate) on dipstick. Quart marking indicate U.S. quarts low if oil
is hot. For example, a dipstick reading of 3 indicates the system is
within 2 quarts of MAX if the oil is cold and within 3 quarts of MAX if
the oil is hot.
WARNING

Make sure oil dipstick cap is securely latched
down. Operating the engine with less than the
recommended oil level and with the dipstick cap
unlatched will result in excessive oil loss and
eventual engine stoppage.
(Continued Next Page)

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MODEL 208B G1000

SECTION 1
GENERAL

OIL (Continued)
NOTE
To obtain an accurate oil level reading, it is recommended
the oil level be checked within 10 minutes after engine
shutdown while the oil is hot (MAX HOT marking) or prior to
the first flight of the day while the oil is cold (MAX COLD
marking). If more than 10 minutes has elapsed since
engine shutdown and engine oil is still warm, perform an
engine dry motoring run before checking oil level.

MAXIMUM CERTIFICATED WEIGHTS
Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8500 Pounds
NOTE
Refer to Section 6 of this POH/AFM for recommended
loading arrangements.

CABIN AND ENTRY DOOR DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.

BAGGAGE/CARGO COMPARTMENT AND CARGO DOOR
ENTRY DIMENSIONS
Detailed dimensions of the baggage/cargo area and cargo door
openings are illustrated in Section 6.

SPECIFIC LOADINGS
Wing Loading . . . . . . . . . . . . . . . . . . . . . . 31.3 Pounds/Square Foot
Power Loading . . . . . . . . . . . . . . . . 13.0 Pounds/Shaft Horsepower

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GENERAL

CESSNA
MODEL 208B G1000

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
KCAS

KIAS
KTAS
VA
VFE
VMO
VS
VSO

VX
VY

Knots Calibrated Airspeed is indicated airspeed
corrected for position and instrument error and expressed
in knots. Knots calibrated airspeed is equal to KTAS in
standard atmosphere at sea level.
Knots Indicated Airspeed is the speed shown on the
airspeed indicator and expressed in knots.
Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.
Maneuvering Speed is the maximum speed at which full
or abrupt control movements may be used without
overstressing the airframe.
Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended
position.
Maximum Operating Speed is the speed that may not
be deliberately exceeded at any time.
Stalling Speed or the minimum steady flight speed is
the minimum speed at which the airplane is controllable.
Stalling Speed or the minimum steady flight speed is
the minimum speed at which the airplane is controllable in
the landing configuration at the most forward center of
gravity.
Best Angle-of-Climb Speed is the speed which results in
the greatest gain of altitude in a given horizontal distance.
Best Rate-of-Climb Speed is the speed which results in
the greatest gain in altitude in a given time.
(Continued Next Page)

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CESSNA
MODEL 208B G1000

SECTION 1
GENERAL

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)
OAT
Pressure
Altitude
ISA

Outside Air Temperature is the free air static
temperature. It may be expressed in either degrees
Celsius (°C) or degrees Fahrenheit (°F).
Pressure Altitude is the altitude read from an altimeter
when the altimeter's barometric scale has been set to
29.92 inches of mercury (inHg) (1013.2 mb).
International Standard Atmosphere is an atmosphere
in which:
1. The air is a perfect dry gas;
2. The temperature at sea level is 15°C;
3. The pressure at sea level is 29.92 inches of
mercury (inHg) (1013.2 mb);
4. The temperature gradient from sea level to the
altitude at which the temperature is -56.5°C is
-1.98°C per 1000 feet.

ENGINE POWER TERMINOLOGY
Beta Mode Beta Mode is the engine operational mode in which
propeller blade pitch is controlled by the power lever. The
beta mode may be used during ground operations only.
Flameout Flameout is the unintentional loss of combustion
chamber flame during operation.
Flat Rated Flat Rated denotes constant horsepower over a specific
altitude and/or temperature.
Gas
Gas Generator RPM indicates the percent of gas
Generator generator RPM based on a figure of 100% being 37,500
RPM (Ng) RPM.
GCU
GCU is the generator control unit.
Hot Start
Hot Start is an engine start, or attempted start, which
results in an ITT exceeding 1090°C.
ITT
ITT signifies interstage turbine temperature.
Maximum Maximum Climb Power is the maximum power
Climb
approved for normal climb. Use of this power setting is
Power
limited to climb operations. This power corresponds to
that developed at the maximum torque limit, ITT of 765°C
or Ng limit, whichever is less. This power corresponds to
that shown in the Maximum Engine Torque for Climb
figure of Section 5.
(Continued Next Page)
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SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)
Maximum Maximum Rated Power is the maximum power rating
Rated
not limited by time. Use of this power should be limited to
Power
those abnormal circumstances which require maximum
aircraft performance (i.e., severe icing conditions or
windshear downdrafts). This power corresponds to that
developed at the maximum torque limit, ITT of 805°C or
Ng limit, whichever is less.
Ng
Ng signifies gas generator RPM.
Propeller
Propeller RPM indicates propeller speed in RPM.
RPM
Reverse
Reverse Thrust is the thrust produced when the
Thrust
propeller blades are rotated past flat pitch into the reverse
range.
RPM
RPM is revolutions per minute.
SHP
SHP is shaft horsepower and is the power delivered at the
propeller shaft.
SHP = Propeller RPM x Torque (foot-pounds)
5252
Takeoff
Takeoff Power is the maximum power rating and is
Power
limited to a maximum of 5 minutes under normal
operation. Use of this power should be limited to normal
takeoff operations. This power corresponds to that shown
in the Maximum Engine Torque For Takeoff figure of
Section 5.
Torque
Torque is a measurement of rotational force exerted by
the engine on the propeller.
Windmill
Windmill is propeller rotation from airstream inputs.
(Continued Next Page)

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MODEL 208B G1000

SECTION 1
GENERAL

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)

AIRPLANE PERFORMANCE AND FLIGHT PLANNING
TERMINOLOGY
Demonstrated Demonstrated Crosswind Velocity is the velocity of
Crosswind
the crosswind component for which adequate control
Velocity
of the airplane during takeoff and landing was actually
demonstrated during certification tests. The value
shown is not considered to be limiting.
g
g is acceleration due to gravity.
NM/1000 lbs Nautical Miles Per Thousand Pounds of Fuel is the
distance which can be expected per 1000 Pounds of
fuel consumed at a specific engine power setting and/
or flight configuration.
PPH
PPH signifies pounds per hour and is the amount of
fuel used per hour.
Usable Fuel
Usable Fuel is the fuel available for flight planning.
Unusable Fuel Unusable Fuel is the quantity of fuel that can not be
safely used in flight.

WEIGHT AND BALANCE TERMINOLOGY
Arm
Basic
Empty
Weight
Center of
Gravity
(C.G.)

Arm is the horizontal distance from the reference datum
to the center of gravity (C.G.) of an item.
Basic Empty Weight is the standard empty weight plus
the weight of optional equipment.

Center of Gravity is the point at which an airplane would
balance if suspended. Its distance from the reference
datum is found by dividing the total moment by the total
weight of the airplane.
C.G. Arm
Center of Gravity Arm is the arm obtained by adding the
airplane's individual moments and dividing the sum by
the total weight.
C.G. Limits Center of Gravity Limits are the extreme center of
gravity locations within which the airplane must be
operated at a given weight.
MAC
MAC (Mean Aerodynamic Chord) of a wing is the chord
of an imaginary airfoil which throughout the flight range
will have the same force vectors as those of the wing.
(Continued Next Page)
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SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
(Continued)
Maximum
Landing
Weight
Maximum
Ramp
Weight
Maximum
Takeoff
Weight
Moment

Maximum Landing Weight is the maximum Landing
weight approved for the landing touchdown.
Maximum Ramp Weight is the maximum weight
approved for ground maneuver, and includes the weight
of fuel used for start, taxi and runup.
Maximum Takeoff Weight is the maximum weight
approved for the start of the takeoff roll.

Moment is the product of the weight of an item multiplied
by its arm. (Moment divided by the constant 1000 is used
in this POH/AFM to simplify balance calculations by
reducing the number of digits.)
Reference Reference Datum is an imaginary vertical plane 100
Datum
inches forward of the front face of the firewall.
Residual
Residual Fuel is the fuel remaining when the airplane is
Fuel
defueled in a specific attitude by the normal means and
procedures specified for draining the tanks.
Scale Drift Scale Drift may occur on some types of electronic scales
because of the inability of the scale to return to a true
zero reading after weighing. If present, this deviation from
zero should be accounted for when calculating the net
weight of the airplane.
Standard
Standard Empty Weight is the weight of a standard
Empty
airplane, including unusable fuel, full operating fluids and
Weight
full engine oil.
Fuselage
Fuselage Station is a location along the airplane
Station
fuselage given in terms of the distance from the
reference datum.
Tare
Tare is the weight of chocks, blocks, stands, etc. used
when weighing an airplane, and is included in the scale
readings. Tare is deducted from the scale reading to
obtain the actual (net) airplane weight.
Useful Load Useful Load is the difference between ramp weight and
the basic empty weight.

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MODEL 208B G1000

AUTOPILOT/FLIGHT
TERMINOLOGY

SECTION 1
GENERAL

DIRECTOR

AND

AFCS

CAUTION

A thorough understanding of the difference between an
autopilot, a flight director, and an AFCS is required
before operating any of the components of the Garmin
G1000/GFC 700 Flight Control System. Refer to
Garmin Cockpit Resource Guide (CRG) for complete
operating details.
Autopilot

Autopilot is a system which automatically controls
attitude and/or flight path of the airplane as directed by
the pilot through the system's computer.
Flight
Flight Director is a system which provides visual
Director
recommendations to the pilot to allow him to manually
control the airplane attitude and/or flight path in response
to his desires as selected through the system's computer.
Automated AFCS applies to the union of autopilot and flight director
Flight
systems which allows the pilot to manage his flight by
Control
observing computed visual recommendations while the
System
autopilot automatically follows these recommendations as
(AFCS)
selected by the pilot using the system's controls.
Course
C/D is the compass reference used by the autopilot, along
Datum
with course deviation, to provide laterial control when
tracking a navigation signal.

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SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

WARNINGS, CAUTIONS, AND NOTES
WARNING

An operating procedure, technique, or maintenance
practice which may result in personal injury or loss
of life if not carefully obeyed.
CAUTION

An operating procedure, technique, or maintenance
practice which may result in damage to equipment if not
carefully obeyed.
NOTE
An operating procedure, technique, or maintenance
condition which is considered essential to emphasize.

METRIC/IMPERIAL/U.S. CONVERSION CHARTS
The following charts have been provided to help international operators
convert U.S. measurement supplied with the POH/AFM into metric and
imperial measurements.
The standard followed for measurement units shown is the National
Institute of Standards Technology (NIST), Publication 811, "Guide for
the Use of the International System of Units (SI)."
Please refer to the following pages for these charts.

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208BPHBUS-00

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MODEL 208B G1000

SECTION 1
GENERAL

WEIGHT CONVERSIONS

Figure 1-2 (Sheet 1 of 2)

208BPHBUS-00

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1-17

SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

WEIGHT CONVERSIONS

Figure 1-2 (Sheet 2)
1-18

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208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 1
GENERAL

LENGTH CONVERSIONS

Figure 1-3 (Sheet 1 of 4)

208BPHBUS-00

U.S.

1-19

SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

LENGTH CONVERSIONS

Figure 1-3 (Sheet 2)
1-20

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 1
GENERAL

LENGTH CONVERSIONS

Figure 1-3 (Sheet 3)

208BPHBUS-00

U.S.

1-21

SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

LENGTH CONVERSIONS

Figure 1-3 (Sheet 4)
1-22

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 1
GENERAL

DISTANCE CONVERSIONS

Figure 1-4
208BPHBUS-00

U.S.

1-23

SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

VOLUME CONVERSIONS

Figure 1-5 (Sheet 1 of 3)

1-24

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 1
GENERAL

VOLUME CONVERSIONS

Figure 1-5 (Sheet 2)
208BPHBUS-00

U.S.

1-25

SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

VOLUME CONVERSIONS

Figure 1-5 (Sheet 3)
1-26

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 1
GENERAL

TEMPERATURE CONVERSIONS

Figure 1-6
208BPHBUS-00

U.S.

1-27

SECTION 1
GENERAL

CESSNA
MODEL 208B G1000

PRESSURE CONVERSION
HECTOPASCALS TO INCHES OF MERCURY

Figure 1-7
1-28

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

LIMITATIONS
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Power Plant Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Miscellaneous Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Visual and Tactile Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Flight Load Factor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Flight Crew Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Kinds of Operation Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Maximum Operating Altitude Limit. . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Outside Air Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Maximum Passenger Seating Limits . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Other Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Flap Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Type II, Type III or Type IV Anti-ice Fluid Takeoff Limitations . . . . . 2-27
Flap Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Flight in Known Icing Visual Cues . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

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2-1

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

Table of Contents (Continued)
G1000 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Garmin GFC-700 AFCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L3 Communications WX 500 Stormscope . . . . . . . . . . . . . . . . . . .
Traffic Advisory System (TAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Terrain Awareness and Warning System (TAWS-B) . . . . . . . . . . .
Optional Equipment User’s Guide . . . . . . . . . . . . . . . . . . . . . . . . .
Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-2

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2-28
2-29
2-30
2-31
2-31
2-31
2-31
2-32

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

INTRODUCTION
Section 2 includes the operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its
engine, standard/non-standard systems and standard/non-standard
equipment.
WARNING

The limitations included in this section and in
Section 9 have been approved by the Federal
Aviation Administration. Observance of these
operating limitations is required by federal aviation
regulations.
NOTE

•

Operation in countries other than the United States may
require observance of other limitations, procedures or
performance data.

•

Refer to Section 9 of this POH/AFM for amended
operating limitations, procedures, performance data and
other necessary information for supplemental systems.

•

The airspeeds listed in Airspeed Limitations chart, and
Airspeed Indicator Markings chart are based on
Airspeed Calibration data shown in Section 5 with the
normal static source. If the alternate static source is
being used, ample margins should be observed to allow
for the airspeed calibration variations between the
normal and alternate static sources as shown in Section
5.
Your Cessna is certificated under FAA Type Certificate No. A37CE as
Cessna Model No. 208B.

FAA APPROVED
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2-3

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in
Airspeed Limitations chart.

Figure 2-1

2-4

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in Airspeed Indicator Markings chart.

Figure 2-2

FAA APPROVED
208BPHBUS-00

U.S.

2-5

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

POWER PLANT LIMITATIONS
Engine Manufacturer . . . . . . . . . . . . . . Pratt & Whitney Canada Inc.
Engine Model Number . . . . . . . . . . . . . . . . . . . . . . . . . . . PT6A-114A
Engine Operating Limits . . . Refer to Engine Operating Limits chart
Fuel Grade and Approved Fuel Additives . .Refer to Fuel Limitations
Oil Grade (Specification):
Oil conforming to Pratt & Whitney Engine Service Bulletin No. 1001,
and all revisions or supplements thereto, must be used. Refer to
Section 8 for a listing of approved oils. When adding oil, service the
engine with the type and brand which is currently being used in the
engine.
CAUTION

Do not mix types or brands of oil.
PROPELLER:
Propeller Manufacturer . . . . . . . . . . . . McCauley Propeller Systems
Propeller Model Number . . . . . . . . . . . . . . . 3GFR34C703/106GA-0
Propeller Diameter
Maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Inches
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 Inches
Propeller Blade Angle at 30-inch Station:
Feathered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88°
Low Pitch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.6°
Maximum Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14°
(Continued Next Page)

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FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

POWER PLANT LIMITATIONS (Continued)
Propeller System Operating Limits:
An overspeed governor check shall be performed before the first
flight of the day, after engine control system maintenance, or if
adjustment has been made.
Propeller RPM must be set at 1900 during all instrument
approaches.
Engine Control Operating Limits:
Flight operation with the POWER Lever retarded below the IDLE
position is prohibited. Such positioning may lead to loss of airplane
control or may result in an engine overspeed condition and
consequent loss of engine power.
Operation of the EMERGENCY POWER Lever is prohibited with the
POWER Lever out of the IDLE position.
Engine Starting Cycle Limits:
Using the airplane battery, the starting cycle shall be limited to the
following intervals and sequence:
30 seconds ON - 60 seconds OFF,
30 seconds ON - 60 seconds OFF,
30 seconds ON - 30 minutes OFF.
Repeat the above cycle as required.
Using external power, the starting cycle shall be limited to the
following intervals and sequence:
20 seconds ON - 120 seconds OFF,
20 seconds ON - 120 seconds OFF,
20 seconds ON - 60 minutes OFF.
Repeat the above cycle as required.
(Continued Next Page)

FAA APPROVED
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2-7

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

POWER PLANT LIMITATIONS (Continued)
ENGINE OPERATING LIMITS

Figure 2-3 (Sheet 1 of 2)
2-8

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

POWER PLANT LIMITATIONS (Continued)
ENGINE OPERATING LIMITS

Figure 2-3 (Sheet 2)

FAA APPROVED
208BPHBUS-00

U.S.

2-9

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings and their color significance are shown
in Power Plant Instrument Markings chart.

NOTE
1. Incorporates red line that moves to compensate for propeller
RPM variation.
2. Incorporates enlarged ITT scaling with engine OFF and during
start (STRT) sequence to aid temperature monitoring.
3. Incorporates red line that moves to compensate for OAT.
100% Ng is 37,500 RPM.
4. Propeller RPM must be set so as not to exceed 675 SHP with
torque above 1865 foot-pounds. Full 675 SHP rating is
available only at RPM settings of 1800 or greater.
Figure 2-4
2-10

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

MISCELLANEOUS INSTRUMENT MARKINGS
Power plant instrument markings and their color significance are shown
in Miscellaneous Instrument Markings chart.

Figure 2-5

FAA APPROVED
208BPHBUS-00

U.S.

2-11

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

PREFLIGHT
Takeoff is prohibited with any frost, ice, snow, or slush adhering to the
wings, horizontal stabilizer, vertical stabilizer, control surfaces, propeller
blades, and/or engine inlets.
WARNING

Even small amounts of frost, ice, snow or slush on
the wing may adversely change lift and drag.
Failure to remove these contaminants will degrade
airplane performance and will prevent a safe takeoff
and climb.

VISUAL AND TACTILE CHECK
If the outside air temperature (OAT) is below 10°C (50°F) a tactile
check of the wing leading edge and upper surface per Section 4 of the
POH/AFM is required in addition to a visual inspection. During ground
icing conditions, takeoff must be accomplished within five minutes of
completing the tactile inspection unless the airplane is operated per 14
CFR 135.227(b)(3).
Ground icing conditions are defined as:
1. The OAT is 2°C (36°F) or below and visible moisture is present
(i.e. rain, drizzle, sleet, snow, fog, water is present on the wing,
etc.), or,
2. The OAT is 5°C (41°F) or below and conditions are conducive to
active frost formation (e.g. clear night with a dew point
temperature/OAT difference of 3°C (5°F) or less).
Takeoff is prohibited if frost, ice or snow may reasonably be expected to
adhere to the airplane between the tactile check and takeoff (e.g. snow
near freezing temperature with no deicing/anti-ice fluid application).
Refer to the preflight procedures in Section 4 of this POH/AFM.

WEIGHT LIMITS
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Maximum Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . 8500 Pounds
NOTE
Refer to Section 6 of this POH/AFM for recommended
loading arrangements in the Standard 208B (Passenger
and Cargo Version).

2-12

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FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

CENTER OF GRAVITY LIMITS
Center of Gravity Range:
Forward:

179.60 inches (3.06% MAC) aft of datum at
5500 pounds or less, with straight line
variation to 193.37 inches (23.80% MAC) aft
of datum at 8000 pounds, and straight line
variation to 199.15 inches (32.50% MAC) aft
of datum at 8750 pounds.

Aft:

204.35 inches (40.33% MAC) aft of datum at
all weights up to 8750 pounds.

Reference Datum: 100 inches forward of front face of firewall.
Mean Aerodynamic Chord (MAC):
The leading edge of the MAC is 177.57 inches aft of the datum. The
MAC length is 66.40 inches.

MANEUVER LIMITS
This airplane is certificated in the normal category. The normal category
is applicable to aircraft intended for non-aerobatic operations. These
include any maneuvers incidental to normal flying, stalls (except whip
stalls), lazy eights, chandelles, and turns in which the angle of bank is
not more than 60°.
Aerobatic maneuvers, including spins, are not approved.

FAA APPROVED
208BPHBUS-00

U.S.

2-13

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

FLIGHT LOAD FACTOR LIMITS
Flight Load Factors: (Maximum Takeoff Weight - 8750 pounds)
*Flaps UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.8g, -1.52g
*Flaps Down (All Settings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2.4g
*The design load factors are 150% of the above, and in all
cases, the structure meets or exceeds design loads.

FLIGHT CREW LIMITS
One pilot required in left seat.

KINDS OF OPERATIONS EQUIPMENT LIST
The Cessna 208B with Garmin G1000 is equipped for day or night VFR
or IFR operations and flight into known icing conditions when
appropriate equipment is installed. The operating limitation placard
reflects the limits applicable at the time of Airworthiness Certificate
issuance.
The following equipment lists identify the systems and equipment upon
which type certification for each kind of operation was predicated.
These systems and equipment items must be installed and operable
unless:
1. The airplane is approved to be operated in accordance with a
current Minimum Equipment List (MEL) issued by the FAA.
Or;
2. An alternate procedure is provided in the basic FAA Approved
Airplane Flight Manual for the inoperative state of the listed
equipment and all limitations are complied with.
NOTE
The following systems and equipment list does not included
all equipment required by the 14 CFR Parts 91 and 135
Operating Requirements. It also does not include
components obviously required for the airplane to be
airworthy such as wings, primary flight controls,
empennage, engine, etc.
(Continued Next Page)

2-14

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

KINDS

OF

SECTION 2
LIMITATIONS

OPERATIONS

EQUIPMENT

LIST

(Continued)

(Continued Next Page)
FAA APPROVED
208BPHBUS-01

U.S.

2-15

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

(Continued Next Page)

2-16

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

2-17

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

(Continued Next Page)

2-18

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

(Continued Next Page)
FAA APPROVED
208BPHBUS-01

U.S.

2-19

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

(Continued Next Page)

2-20

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

(Continued Next Page)
FAA APPROVED
208BPHBUS-01

U.S.

2-21

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

(Continued Next Page)

2-22

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

FAA APPROVED
208BPHBUS-01

SECTION 2
LIMITATIONS

U.S.

2-23

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

FUEL LIMITATIONS

NOTE
To achieve full capacity, fill fuel tank to the top of the filler
neck. Filling fuel tanks to the bottom of the fuel filler collar
(level with flapper valve) allows space for thermal
expansion and results in a decrease in fuel capacity of four
gallons per side (eight gallons total).
With low fuel quantity (FUEL LOW CAS MSG(s) ON), continuous
uncoordinated flight is prohibited. Unusable fuel quantity increases
when more severe sideslip is maintained.
Due to possible fuel starvation, maximum full rudder sideslip duration
time is three minutes.
Maximum fuel unbalance in flight is 200 pounds.

Fuel Grade (Specification) and Fuel Additives:
CAUTION

Aviation gasoline is restricted to emergency use and
shall not be used for more than 150 hours in one
overhaul period; a mixture of one part aviation gasoline
and three parts of Jet A, Jet A-1, JP-1, or JP-5 may be
used for emergency purposes for a maximum of 450
hours per overhaul period.
(Continued Next Page)

2-24

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

FUEL LIMITATIONS (Continued)
Fuel Grade Specification and Fuel Additives

Figure 2-7
Refer to Section
concentrations.

FAA APPROVED
208BPHBUS-00

8

for

additional

approved

U.S.

additives

and

2-25

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

MAXIMUM OPERATING ALTITUDE LIMIT
Certificated Maximum Operating Altitudes:
Non-Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 25,000 Feet
Icing Conditions (if so equipped) . . . . . . . . . . . . . . . . . 20,000 Feet
Any conditions with any ice on the airplane . . . . . . . . . 20,000 Feet

OUTSIDE AIR TEMPERATURE LIMITS
Cold Day. . . . . . . . . . . . . . . . . . . -54°C from Sea Level to 25,000 Feet.
Hot Day:
Ground Operations. . . . . . . . . +53°C from Sea Level to 5000 Feet
ISA +37°C above 5000 Feet
Flight Operations . . . . . ISA +35°C from Sea Level to 25,000 Feet
Refer to ISA Conversion and Operating Temperature Limits chart in
Section 5, for a graphical presentation of the operating air temperature
limits.
NOTE

•

With both deck skin fans inoperative, ground operations
are limited to 46°C for 30 minutes.

•

Ground operations up to 38°C are not time limited with
both deck skin fans inoperative.

MAXIMUM PASSENGER SEATING LIMITS
In the Cargo Version, a maximum of one seat may be installed to the
right of the pilot’s seat for use by a second crew member or a
passenger. In the Passenger Version, up to eleven seats may be
installed. the right front seat may be occupied by either a second crew
member or passenger. When the right front seat is occupied by a
passenger, only eight seats in the aft cabin can be occupied. Refer to
Section 6 for seat locations.

OTHER LIMITATIONS
FLAP LIMITATIONS
Approved Takeoff Range . . . . . . . . . . . . . . . . . . . . . . . . . . UP to 20°
Approved Landing Range . . . . . . . . . . . . . . . . . . . . . . . .UP to FULL
Approved Landing Range in Icing Conditions . . . . . . . . . . UP to 20°

2-26

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

TYPE II, TYPE III OR TYPE IV ANTI-ICE FLUID
TAKEOFF LIMITATIONS
FLAP LIMITATIONS
Takeoff Flaps Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

AIRSPEED LIMITATIONS
Takeoff Rotation Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 KIAS

FLIGHT IN KNOWN ICING VISUAL CUES
As Required by AD 96-09-15, Paragraph (a) (1)
WARNING

Severe icing may result from environmental
conditions outside of those for which the airplane
is certificated. Flight in freezing rain, freezing
drizzle, or mixed icing conditions (supercooled
liquid water and ice crystals) may result in ice
build-up on protected surfaces exceeding the
capability of the ice protection system, or may
result in ice forming aft of the protected surfaces.
This ice may not be shed using the ice protection
systems, and may seriously degrade the
performance and controllability of the airplane.
During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual cues.
If one or more of these visual cues exists, immediately request priority
handling from Air Traffic Control to facilitate a route or an altitude
change to exit the icing conditions.
1. Unusually extensive ice is accreted on the airframe in areas not
normally observed to collect ice.
2. Accumulation of ice on the upper or lower surface of the wing aft
of the protected area.
3. Heavy ice accumulations on the windshield, or when ice forms aft
of the curved sections on the windshield.
4. Ice forms aft of the protected surfaces of the wing struts.
NOTE
This supersedes any relief provided by the Master Minimum
Equipment List (MMEL), or the Kinds of Equipment Limits
(KOEL).
FAA APPROVED
208BPHBUS-00

U.S.

2-27

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

G1000 LIMITATIONS
The current Garmin G1000 Cockpit Reference Guide (CRG) Part
Number and System Software Version that must be available to the
pilot during flight are displayed on the MFD AUX group, SYSTEM
STATUS page.
GPS based IFR enroute, oceanic and terminal navigation is prohibited
unless the pilot verifies the currency of the database or verifies each
selected waypoint for accuracy by reference to current approved data.
RNAV/GPS instrument approaches must be accomplished in
accordance with approved instrument approach procedures that are
retrieved from the G1000 navigation database. The G1000 database
must incorporate the current update cycle.
Use of the NAVIGATION MAP page for pilotage navigation is
prohibited. The Navigation Map is intended only to enhance situational
awareness. Navigation is to be conducted using only current charts,
data and authorized navigation facilities.
Use of the TERRAIN PROXIMITY information for primary terrain
avoidance is prohibited. The Terrain Proximity map is intended only to
enhance situational awareness. It is the pilot’s responsibility to provide
terrain clearance at all times.
Navigation using the G1000 is not authorized north of 70° North latitude
or south of 70° South latitude due to unsuitability of the magnetic fields
near the Earth's poles. In addition, operations are not authorized in the
following two regions:
1. North of 65° North latitude between longitude 75° W and 120° W
(Northern Canada).
2. South of 55° South latitude between longitude 120° E and 165° E
(region south of Australia and New Zealand).

(Continued Next Page)

2-28

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FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

G1000 LIMITATIONS (Continued)
The COM 1/2 (split COM) function of the Audio Panel is not approved
for use. During COM 1/2 operation, transmission by one crew member
inhibits reception by the other crew member.
The fuel quantity, fuel used and fuel remaining functions of the G1000
are advisory information only and must be verified by the pilot.
Dispatch with GIA1, 2, PFD, or MFD cooling advisory message is
prohibited.

OPERATIONAL APPROVALS
The Garmin G1000 GPS receivers are approved under TSO C145a
Class 3. The Garmin G1000 system has been demonstrated capable
of, and has been shown to meet the accuracy requirements for, the
following operations provided it is receiving usable navigation data.
These do not constitute operational approvals.
1. Enroute, terminal, non-precision instrument approach operations
using GPS and WAAS (including "GPS", "or GPS", and "RNAV"
approaches), and approach procedures with vertical guidance
(including "LNAV/VNAV", "LNAV + V", and "LPV") within the U.S.
National Airspace System in accordance with AC 20-138A.
2. As a required Long Range Navigation (LRN) system for use in
the following types of airspace when used in conjunction with
Garmin WAAS Fault Detection/Exclusion Prediction Program,
part number 006-A0154-01 or later approved version:
a. Oceanic/Remote - RNP-10 (per FAA AC 20-138A, FAA
Notice 8110-60, FAA Order 8400-12A, and FAA Order 87001). Both GPS receivers are required to be operating and
receiving usable signals except for routes requiring only one
Long Range Navigation (LRN) sensor.
NOTE
Each display computes an independent navigation solution
based on the on-side GPS sensor. However, either display
will automatically revert to the cross-side sensor if the onside sensor fails or if the cross-side sensor is determined to
be more accurate. A “BOTH ON GPS1” or “BOTH ON
GPS2” message does not necessarily mean that one GPS
has failed. Refer to the MFD AUX-GPS STATUS page to
determine the status of the unused GPS.
(Continued Next Page)
FAA APPROVED
208BPHBUS-00

U.S.

2-29

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

OPERATIONAL APPROVALS (Continued)
b. North Atlantic (NAT) Minimum Navigational Performance
Specifications (MNPS) Airspace per AC 91-49 and AC 12033. Both GPS receivers are required to be operating and
receiving usable signals except for routes requiring only one
Long Range Navigation sensor.
c. Enroute and Terminal including RNP5/BRNAV and PRNAV
(RNP-1) - In accordance with JAA TGL-10, ACJ 20X4, AC
90-96A, and AC 90-100A, provided the FMS is receiving
usable navigation information from one or more GPS
receivers.

GARMIN GFC 700 AUTOMATED FLIGHT CONTROL
SYSTEM (AFCS)
1. The GFC 700 AFCS preflight test must be successfully
completed prior to use of the autopilot, flight director or manual
electric trim.
2. A pilot, with the seat belt fastened, must occupy the left pilot’s
seat during all autopilot operations.
3. The autopilot and yaw damper must be off during all takeoff and
landings.
4. Autopilot maximum engagement speed . . . . . . . . . . . 175 KIAS
Autopilot minimum engagement speed . . . . . . . . . . . . . 80 KIAS
Electric Trim maximum operating speed . . . . . . . . . . . 175 KIAS
5. The autopilot must be disengaged below 200 feet AGL during
approach operations and below 800 feet AGL during all other
operations.
6. ILS approaches using the autopilot/flight director are limited to
Category I approaches only.
7. Raw data ILS approaches below 400 feet AGL are prohibited.
8. Use of the autopilot is prohibited when the audio panel is
inoperative (since the aural alert will not be provided when
autopilot is disengaged).
9. Use of the autopilot is prohibited when conducting missed
approach procedures until an established rate of climb that
ensures all altitude requirements of the procedure will be met.

L3 COMMUNICATIONS
installed)

WX

500

STORMSCOPE

(if

Use of the WEATHER MAP (WX-500 Stormscope) for hazardous
weather (thunderstorm) penetration is prohibited. LTNG information on
the NAVIGATION MAP or WEATHER MAP is approved only as an aid
to hazardous weather avoidance, not penetration.
User’s guide should be available to the pilot in flight.
FAA APPROVED
208BPHBUS-00
2-30
U.S.

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

TRAFFIC ADVISORY SYSTEM (TAS) (if installed)
Use of the TRAFFIC MAP to maneuver the airplane to avoid traffic is
prohibited. TAS is intended for advisory use only. TAS is intended only
to help the pilot to visually locate traffic. It is the responsibility of the
pilot to see and maneuver to avoid traffic.
TAS is unable to detect any intruding aircraft without an operating
transponder. TAS can detect and track aircraft with either an ATCRBS
(operating in Mode A or C) or Mode S transponders.
ATC procedures and the “see and avoid concept” will continue to be the
primary means of aircraft separation. However, if communication is lost
with ATC, TAS adds a significant backup for collision avoidance.

TERRAIN AWARENESS AND WARNING SYSTEM
(TAWS-B) (if installed)
Use of the Terrain Awareness and Warning System (TAWS-B) to
navigate to avoid terrain or obstacles is prohibited. TAWS-B is only
approved as an aid to help the pilot to see-and-avoid terrain or
obstacles.
TAWS-B must be inhibited when landing at a location not included in
the airport database.
Use of TAWS-B is prohibited when operating using the QFE altimeter
setting (altimeter indicates 0 feet altitude when the airplane is on the
runway).
The pilot is authorized to deviate from the current ATC clearance only
to the extent necessary to comply with TAWS-B warnings.
The geographic area of the TAWS-B database must match the
geographic area in which the airplane is being operated.

OPTIONAL EQUIPMENT USER’S GUIDE
The pilot is responsible for ensuring the appropriate user’s guide(s) for
all optional equipment installed in the aircraft is accessible to the pilot in
flight.

FAA APPROVED
208BPHBUS-00

U.S.

2-31

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

PLACARDS
WARNING

The following information must be displayed in the
form of composite or individual placards. As a
minimum, the exact wording of these placards is
required as specified in this section. Placard
wording can be from part numbered placards
obtained from Cessna Aircraft Company or
equivalent placards installed by an approved repair
station in accordance with normal maintenance
practices/procedures.
1. In full view of the pilot on the sunvisor or windshield trim strip on
airplanes equipped for flight into known icing:

In full view of the pilot on the sunvisor or windshield trim strip on
airplanes not equipped for flight into known icing:

(Continued Next Page)
2-32

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

PLACARDS (Continued)
2. In full view of the pilot on the sunvisor or windshield trim on
airplanes not equipped for flight into known icing and on airplanes
equipped for flight into known icing not incorporating SK208-175:
THIS AIRPLANE IS PROHIBITED FROM FLIGHT
IN KNOWN OR FORECAST ICING
3. On pedestal:
DO NOT TAKEOFF WITH ICE/FROST/SNOW ON THE
AIRCRAFT
4. On control lock:
CAUTION
CONTROL LOCK
REMOVE BEFORE STARTING ENGINE
5. On left sidewall below and forward of instrument panel and (when
right flight instrument panel is installed) on right sidewall below
and forward of instrument panel:

6. On sunvisor or windshield trim-strip:

7. Above Pilot PFD:
MAX WT. MANEUVER SPEED 148 KIAS

SEE POH FOR OTHER WEIGHTS
(Continued Next Page)
FAA APPROVED
208BPHBUS-01

U.S.

2-33

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

PLACARDS (Continued)
8. A calibration card must be provided to indicate the accuracy of
the magnetic compass in 30° increments.
9. Near wing flap position indicator:
UP to 10°
175 KIAS
(partial flap range with dark blue
color code; also mechanical detent
at 10°)
10° to 20°
150 KIAS
(light blue code; also mechanical
detent at 20°)
20° to FULL
125 KIAS
(white color code)
10. Below power lever:
CAUTION
USE BETA AND REVERSE ONLY
WITH ENGINE RUNNING AND
PROPELLER OUT OF FEATHER

11.

On fuel tank selector:

(Continued Next Page)

2-34

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

PLACARDS (Continued)
12. Adjacent to each outboard fuel tank filler cap:

13. Adjacent to each inboard fuel tank filler cap (when installed):

(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

2-35

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

PLACARDS (Continued)
14. Adjacent to fuel filter:

15. Adjacent to fuel drain can:

16. On the brake fluid reservoir:

(Continued Next Page)

2-36

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

PLACARDS (Continued)
17. Adjacent to oil dipstick/filler cap (on inertial separator duct):

18. On side of inertial separator duct:

19. On firewall above battery tray:

(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

2-37

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

PLACARDS (Continued)
20. Near ground service plug receptacle:
EXTERNAL POWER
28 VOLTS D.C. NOMINAL
800 AMP
STARTING CAPACITY MIN.
DO NOT EXCEED 1700 AMPS

21. On access panel on bottom of both wings just forward of aileron:
FLUX VALVE
USE NON-MAGNETIC
TOOLS AND SCREWS

22. On each side of nose strut fairing near tow limit marking (rudder
lock placard required when rudder lock installed):

CAUTION

WARNING
MAXIMUM
TOW
LIMIT

DO NOT TOW AIRCRAFT
WITH RUDDER LOCK
ENGAGED

23. Adjacent to left crew door inside door handle:

(Continued Next Page)

2-38

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

PLACARDS (Continued)
24. Adjacent to upper passenger door outside pushbutton and door
handle (Passenger version only):

25. Adjacent to upper passenger door inside door handle
(Passenger version only):

26. At center of lower passenger door on inside and outside
(Passenger Version only):

(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

2-39

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

PLACARDS (Continued)
27. Adjacent to upper cargo door outside pushbutton and door
handle:

28. Adjacent to upper cargo door inside door handle (Passenger
Version only):

29. On right sidewall of lower passenger door (Passenger Version
only):

(Continued Next Page)

2-40

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

PLACARDS (Continued)
30. On left and right sides of aft cargo barrier (Cargo Version/
Passenger Version with cargo barrier installed):
MAX LOAD BEHIND BARRIER
3400 LBS TOTAL
ZONES FWD OF LAST LOADED
ZONE MUST BE AT LEAST
75% FULL BY VOLUME. SEE
POH FOR EXCEPTIONS.
-CHECK WEIGHT AND BALANCE-

31. On inside of lower cargo door (Cargo Version only)
MAX LOAD BEHIND BARRIER
3400 LBS TOTAL
ZONES FWD OF LAST LOADED
ZONE MUST BE AT LEAST
75% FULL BY VOLUME. SEE
POH FOR EXCEPTIONS.
-CHECK WEIGHT AND BALANCELOAD MUST BE PROTECTED FROM
SHIFTING - SEE POH -

32. On right sidewall adjacent to Zone 5 (Cargo Version only):
IF LOAD IN ZONE 5 EXCEEDS
400 LBS A PARTITION NET IS REQD
AFT OR LOAD MUST BE
SECURED TO FLOOR

(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

2-41

SECTION 2
LIMITATIONS

CESSNA
MODEL 208B G1000

PLACARDS (Continued)
33. On left and right sides of cabin in appropriate zones (Cargo
Version only):
ZONE 1
MAX LOAD 1780 LBS
ZONE 2
MAX LOAD 3100 LBS
ZONE 3
MAX LOAD 1900 LBS
ZONE 4
MAX LOAD 1380 LBS
ZONE 5
MAX LOAD 1270 LBS
ZONE 6
MAX LOAD 320 LBS
(Continued Next Page)

2-42

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 2
LIMITATIONS

PLACARDS (Continued)
34. On inside of cargo pod doors (if installed):
FWD. COMPARTMENT
MAX. WEIGHT 230 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
CTR. COMPARTMENT
MAX. WEIGHT 310 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
AFT COMPARTMENT
MAX. WEIGHT 270 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
AFT COMPARTMENT
MAX. WEIGHT 280 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
35. At each sidewall and ceiling anchor plate (except heavy duty
anchor plates with additional structural support) and at anchor
plate at center of lower cargo door (Cargo Version only):

FAA APPROVED
208BPHBUS-00

U.S.

2-43/2-44

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS

Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Airspeeds for Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Operating Procedures - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Engine Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Engine Failure During Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Engine Failure Immediately After Takeoff . . . . . . . . . . . . . . . . . . 3-8
Engine Failure During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Engine Flameout During Flight . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Airstart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Starter Assist (Preferred Procedure) . . . . . . . . . . . . . . . . . . . . . . 3-10
No Starter Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Forced Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Emergency Landing without Engine Power . . . . . . . . . . . . . . . . 3-13
Precautionary Landing with Engine Power . . . . . . . . . . . . . . . . . 3-13
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Smoke and Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Engine Fire in Flight (Red ENGINE FIRE CAS MSG). . . . . . . . 3-14
Electrical Fire in Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Cabin Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Wing Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Cabin Fire During Ground Operations . . . . . . . . . . . . . . . . . . . . 3-17
Engine Fire During Start on
Ground (Red ENGINE FIRE CAS MSG) . . . . . . . . . . . . . . . . 3-18
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
The Following Weather Conditions can be Conducive
to Severe In-flight Icing - as Required by
AD 96-09-15, Paragraph (a) (2) . . . . . . . . . . . . . . . . . . . . . . . 3-19
Procedures For Exiting the Severe Icing Environment as Required by AD 96-09-15, Paragraph (a) (2) . . . . . . . . . . 3-19
Inadvertent Icing Encounter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
(Continued Next Page)
FAA APPROVED
208BPHBUS-01

U.S.

3-1

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

TABLE OF CONTENTS

Page
Avionics/Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Pitch Trim Failure (Red PTRIM on PFD) . . . . . . . . . . . . . . . . . . 3-22
Yaw Damper Inoperative (Red AFCS or YAW CAS MSG) . . . . 3-22
Electrical Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator Failure (Amber GENERATOR OFF CAS MSG) . . . .
Voltage High (Red VOLTAGE HIGH CAS MSG) . . . . . . . . . . . .
Voltage Low (Red VOLTAGE LOW CAS MSG) . . . . . . . . . . . . .

3-23
3-23
3-25
3-25

Engine Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Loss of Oil Pressure (Red OIL
PRESSURE LOW CAS MSG) . . . . . . . . . . . . . . . . . . . . . . .
Fuel Control Unit Malfunction in the Pneumatic or
Governor Sections (Engine Power Rolls Back to Idle) . . . . .
Emergency Power Lever not Stowed
(Red EMERG PWR LVR CAS MSG) . . . . . . . . . . . . . . . . . .

3-27

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Flow Interruption to Fuel Reservoir
(Red RSVR FUEL LOW CAS MSG). . . . . . . . . . . . . . . . . . .
Fuel Tank Selector OFF During Engine Start
(Red FUEL SELECT OFF CAS MSG
and Both Fuel Selector Warning Horns Activated) . . . . . . . .
Fuel Level Low and Single Fuel Selector
Off (Red FUEL SELECT OFF and Amber L, R,
L-R FUEL LOW CAS MSG(s)) and or
Both Fuel Tank Selectors Off (Red FUEL
SELECT OFF CAS MSG and One Fuel Warning
Horn Activated). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-27
3-27
3-27
3-28
3-28
3-28

3-28

EXPANDED EMERGENCY
Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maximum Glide Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Forced Landings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing without Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . .

3-30
3-32
3-34
3-34
3-35

Smoke and Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
(Continued Next Page)

3-2

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

TABLE OF CONTENTS

Page

Emergency Operation in Clouds . . . . . . . . . . . . . . . . . . . . . . . . . .
Executing a 180° Turn in Clouds (AHRS Failure) . . . . . . . . . . .
Emergency Descent Through Clouds (AHRS Failure) . . . . . . .
Recovery from Spiral Dive in the Clouds (AHRS Failure) . . . . .

3-36
3-37
3-37
3-38

Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
Engine Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Loss of Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Fuel Control Unit Malfunctions in the Pneumatic
or Governor Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Emergency Power Lever Not Stowed . . . . . . . . . . . . . . . . . . . . . 3-41
Fuel System Malfunction/Inadvertent Fuel
Flow Interruption Procedures . . . . . . . . . . . . . . . . . . . . . . . . 3-42
Electrical Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43
Generator or Main Bus Malfunctions. . . . . . . . . . . . . . . . . . . . . 3-43
Loss of Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Partial Avionics Power Failure . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Standby Electrical System Malfunctions . . . . . . . . . . . . . . . . . . 3-44
Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-45
Emergency Exits Figure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46

FAA APPROVED
208BPHBUS-01

U.S.

3-3/3-4

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

FAA APPROVED
U.S.

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with
emergencies that can occur. Emergencies caused by airplane or
engine malfunctions are extremely rare if proper preflight inspections
and maintenance are practiced. Enroute weather emergencies can be
minimized or eliminated by careful flight planning and good judgment
when unexpected weather is encountered. However, should an
emergency arise, the basic guidelines described in this section should
be considered and applied as necessary to correct the problem.
Emergency procedures associated with standard avionics, the ELT, or
any optional systems can be found in Section 9.
WARNING

There is no substitute for correct and complete
preflight planning habits and continual review to
minimize
emergencies.
Be
thoroughly
knowledgeable of hazards and conditions which
represent potential dangers. Also be aware of the
capabilities and limitations of the airplane.

AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff:
WING FLAPS Handle UP . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS
WING FLAPS Handle FULL . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS
Maneuvering Speed:
8750 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 KIAS
7500 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 KIAS
6250 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 KIAS
5000 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 KIAS
Maximum Glide:
With Cargo Pod
Without Cargo Pod
8750 lbs
95 KIAS
97 KIAS
7500 lbs
87 KIAS
90 KIAS
6250 lbs
79 KIAS
82 KIAS
5000 lbs
71 KIAS
74 KIAS
Precautionary Landing (Engine Power/Flaps FULL) . . . . . . . . 80 KIAS
Landing Without Engine Power:
WING FLAPS Handle UP . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS
WING FLAPS Handle FULL . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS

FAA APPROVED
208BPHBUS-00

U.S.

3-5

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

GENERAL
OPERATING PROCEDURES - GENERAL
The operating procedures contained in this manual have been
developed and recommended by Cessna Aircraft Company and are
approved for use in the operation of this airplane.
This section contains the Emergency and Abnormal Procedures for
your airplane. For your convenience, definitions of these terms are
listed in Section I. Operating procedures in this airplane flight manual
are organized into Emergency, Abnormal, and Normal Procedures.
Normal procedures are those recommended for routine day-to-day
preflight, flight, and postflight operation and include expanded systems
information and procedures. Some checks, as noted in the Limitations
Section of this airplane flight manual, are required to assure proper
system integrity.
The Garmin G1000 Integrated Avionics System monitors most of the
airplane systems for faults or failures and displays this information to
the crew as messages in the Crew Alerting System (CAS) portion of the
Primary Flight Display (PFD) in front of each pilot. Some Garmin G1000
faults are also displayed as messages in the Primary Flight Display
(PFD) or Multi Function Display (MFD). These messages are listed
within the appropriate portion of the Emergency and Abnormal
procedures sections of the FAA Approved POH/AFM or appropriate
Garmin Cockpit Reference Guide for the 208 series aircraft.
Emergency procedures are generally associated with Red CAS
MSG(s) or Garmin G1000 messages. Some procedures, such as
Maximum Glide/Emergency Landing, are not associated with any
particular message, but can involve one or more messages. All
emergency procedures are organized by appropriate systems and
include each Red CAS or Garmin message if applicable exactly as it
appears on the PFD, or MFD. Emergency Procedures require
immediate pilot recognition and corrective action by the crew. Red CAS
MSG(s) will flash and pressing the WARNING softkey will silence the
repeating chime and change the CAS MSG to steady.
(Continued Next Page)

3-6

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

OPERATING PROCEDURES - GENERAL (Continued)
Some emergency situations require immediate memorized corrective
action. These numbered steps are printed in boxes within the
emergency procedures and should be accomplished without the aid of
the checklist.
Abnormal Procedures are general procedures that can be associated
with one or more Amber CAS, or Garmin G1000 messages. Some
procedures are not associated with any particular CAS or Garmin
G1000 message but can involve one or more messages. These
procedures are organized by related systems.
An Abnormal Procedure is one requiring the use of special systems
and/or the alternate use of regular systems that will maintain an
acceptable level of airworthiness. These procedures require immediate
pilot awareness and subsequent crew action may be required. Amber
CAS MSG(s) will initially flash. Pressing the CAUTION softkey will
change the CAS message to a steady state.
NOTE

•

White CAS MSG(s) provide general information, indicate
the need for additional crew awareness and the possible
necessity of future pilot action.

•

In order to avoid confusion due to multiple messages, at
critical times, some CAS MSG(s) are inhibited when a
Line Replaceable Unit (LRU), such as the GEA-71
(Garmin Engine Airframe Computer), has failed.

•

Generally, the following Emergency and Abnormal
Procedures do not direct the pilot to check/reset circuit
breakers. This is considered basic airmanship and can
be accomplished at the pilot's discretion.

•

Except where specific action is required, these
procedures do not specify action when on the ground.
Conditions resulting in a Red or Amber message should
be corrected prior to flight. Reasons for White CAS
MSG(s) should be determined prior to flight.

•

If a Red or Amber CAS MSG occurs in flight,
consideration should be given to landing at an airport
where corrective maintenance can be performed.

FAA APPROVED
208BPHBUS-01

U.S.

3-7

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF ROLL
1. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . BETA RANGE
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
3. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
IF AIRPLANE CANNOT BE STOPPED ON REMAINING RUNWAY:
4. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
5. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
6. FUEL TANK SELECTORS . . . . OFF (warning horn will sound)
7. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1.
2.
3.
4.
5.
6.
7.

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 KIAS
PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
WING FLAPS Handle . . . . AS REQUIRED (20° recommended)
FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
FUEL TANK SELECTORS . . . . OFF (warning horn will sound)
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE FAILURE DURING FLIGHT
1.
2.
3.
4.
5.
6.
7.
8.

Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KIAS
POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(Continued Next Page)

3-8

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ENGINE FAILURE DURING FLIGHT (Continued)
9. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. Electrical Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
a. AVIONICS STBY PWR Switch . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS BUS TIE Switch . . . . . . . . . . . . . . . . . . . . . OFF
c. PRIMARY Switch (if installed) . . . . . . . . . . . . . . . . . NORM
NOTE
TKS Ice Protection System PRIMARY switch must be kept
in NORM in order to keep the electrical load within limits on
BATTERY power ONLY.
d.
e.
f.
g.

PROP HEAT Switch (if installed) . . . . . . . . . . . . . . . . .
CABIN Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STROBE lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LDG and TAXI/RECOG lights. . . . . . . . . . . . . . . . . . . .

OFF
OFF
OFF
OFF

NOTE
Keep LDG and TAXI/RECOG lights OFF until required for
approach and landing. Prior to landing, only turn the LEFT
LDG light ON to keep electrical load below limit.
h. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
i. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . OFF
j. GEN CONT and GEN FIELD Circuit Breakers. . . . . . PULL
(top row, last two breakers on forward end)
k. RIGHT PITOT HEAT Circuit Breaker . . . . . . . . . . . . . PULL
(second row, third breaker from aft end)
l. RDNG LIGHT Circuit Breaker . . . . . . . . . . . . . . . . . . PULL
(third row, second breaker from aft end)
m. RADAR R/T Circuit Breaker . . . . . . . . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
n. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. BATT AMPS . . . . . . . . . . . . . . . . . . VERIFY BELOW 45 AMPS
12. FLIGHT . . . . . . . . . . . . . . . TERMINATE (as soon as possible)
(as described in Emergency Landing Without Engine Power)

FAA APPROVED
208BPHBUS-00

U.S.

3-9

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE FLAMEOUT DURING FLIGHT
IF GAS GENERATOR SPEED (NG) IS ABOVE 50%:
1. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER SATISFACTORY RELIGHT AS EVIDENCED BY NORMAL
ITT AND Ng.
3. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
4. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(if cause of flameout has been corrected.)
IF GAS GENERATOR SPEED (NG) IS BELOW 50%:
5. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
6. Refer to Airstart checklists for engine restart

AIRSTART
STARTER ASSIST (Preferred Procedure)
1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
a. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS Bus 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
c. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
d. Left LIGHTS Panel Switches (9 total) . . . . . . . . . . . . . . OFF
e. POWER OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
f. VENT AIR FANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
g. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . . OFF
h. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
4. EMERGENCY POWER Lever. . . . . . . . . . . . . . . . . . . NORMAL
5. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
6. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIN RPM
7. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
8. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . ON (push in)
9. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
10. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
11. Altitude . . . . . . . . . . . . . . . . . . . . . . . . 20,000 FEET MAXIMUM
(Continued Next Page)

3-10

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

STARTER ASSIST (Preferred Procedure) (Continued)
12. STARTER Switch . . . . . . . . . . . . . . . . . START and OBSERVE
a. IGNITION ON CAS MSG . . . . . . . . . . . . . . . . . CHECK ON
b. Engine Oil Pressure Indication . . . . . . . . . . . . . . . . CHECK
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12% MINIMUM
13. FUEL CONDITION Lever . . . . . . . . LOW IDLE and OBSERVE
a. FFLOW PPH . . . . . . . . . . . . . . . . . . . . . . . . . . 90-140 pph
b. ITT . . . . . . . . . . . . . . . . . . . MONITOR (1090°C maximum)
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
14. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING

If conditions exist such as heavy precipitation or
nearly empty fuel tanks, turn the IGNITION Switch
ON.
15. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(unless it cycles on and off; then leave ON)
16. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . HIGH IDLE
17. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
18. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
19. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
20. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
21. Electrical equipment . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

NO STARTER ASSIST
1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
a. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS Bus 2 Switch. . . . . . . . . . . . . . . . . . . . . . . . OFF
c. Left LIGHTS Panel Switches (9 total). . . . . . . . . . . . . . OFF
d. POWER OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
e. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
f. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . OFF
g. BLEED AIR HEAT Switch. . . . . . . . . . . . . . . . . . . . . . . OFF
3. EMERGENCY POWER Lever . . . . . . . . . . . . . . . . . . NORMAL
4. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
5. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . MIN RPM
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

3-11

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

NO STARTER ASSIST (Continued)
6.
7.
8.
9.
10.
11.

FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . ON (push in)
FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS MINIMUM
(140 KIAS if propeller is feathered)
12. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 feet MAXIMUM
(15,000 feet if propeller is feathered)
CAUTION

Do not attempt a restart without starter assist if N g
indications indicates zero RPM.
13. Ng Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STABLE
14. FUEL CONDITION Lever . . . . . . . . LOW IDLE and OBSERVE
a. FFLOW PPH. . . . . . . . . . . . . . . . . . . . . . . . . . . 90-140 pph
b. ITT . . . . . . . . . . . . . . . . . . . MONITOR (1090°C maximum)
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
15. IGNITION Switch. . . . . . . . . . . . . . . . NORM (Ng 52% or above)
(unless conditions warrant leaving ON)
WARNING

If conditions exist, such as heavy precipitation or
nearly empty fuel tanks, turn the IGNITION Switch
ON.
16. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(unless it cycles on and off; then leave ON)
17. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . HIGH IDLE
18. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
19. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
20. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
21. STBY ALT PWR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
22. AVIONICS No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

3-12

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS (flaps UP)
80 KIAS (flaps FULL)
3. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
5. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
6. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
8. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Nonessential Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . PULL OFF
11. FUEL TANK SELECTORS . . . . . OFF (warning horn will sound)
12. WING FLAPS Handle . . AS REQUIRED (FULL recommended)
13. Crew Doors. . . . . . . . . . . UNLATCH PRIOR TO TOUCHDOWN
14. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
15. BATTERY Switch . . . . . . . . . . . OFF (when landing is assured)
16. Touchdown . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY TAIL LOW
17. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY HEAVILY

PRECAUTIONARY LANDING WITH ENGINE POWER
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.

Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KIAS
Selected Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLY OVER
(noting terrain and obstructions)
Nonesential Equipment
(except BATTERY, GENERATOR and STBY ALT). . . . OFF
WING FLAPS Handle . . . . . . . FULL DOWN (on final approach)
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS
Crew Doors. . . . . . . . . . . UNLATCH PRIOR TO TOUCHDOWN
STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Touchdown . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY TAIL LOW
POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . BETA RANGE
FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY HEAVILY

FAA APPROVED
208BPHBUS-00

U.S.

3-13

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

DITCHING
1. Radio . . . . . . . . . . . . . . . TRANSMIT MAYDAY (on 121.5 MHz)
Give location, intentions and SQUAWK 7700 if transponder is
installed.
2. Heavy Objects in Cabin. . . . . . . . . . . . . . . . . . . . . . . . SECURE
(if passenger is available to assist)
3. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
4. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . FULL DOWN
5. POWER. . . . ESTABLISH 300 FT/MIN DESCENT AT 80 KIAS
6. Approach
a. High Winds . . . . . . . . . . . . . . . . . . . . . . . . INTO THE WIND
b. Light Winds, Heavy Swells . . . . . PARALLEL TO SWELLS
7. Face . . . . . . . . . . . . . . . . . . . . . . . CUSHION at TOUCHDOWN
(with folded coat or similar object)
8. Touchdown . . . . . . . . . . NO FLARE (maintain descent attitude)
9. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
10. Life Vests and Raft . . . . . . . . . . INFLATE (when outside cabin)
WARNING

The airplane has not been flight tested in actual
ditchings, thus the above recommended procedure
is based entirely on the best judgment of Cessna
Aircraft Company.

SMOKE AND FIRE
ENGINE FIRE IN FLIGHT (Red ENGINE FIRE CAS MSG)
1. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
3. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
4. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . PULL OFF
5. CABIN HEAT FIREWALL SHUTOFF CONTROL . . PULL OFF
6. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
7. Overhead Vents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
8. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
9. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . 20° - FULL
10. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 - 85 KIAS
11. Forced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXECUTE
(as described in Emergency Landing Without Engine Power)

3-14

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ELECTRICAL FIRE IN FLIGHT
1. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
3. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING

Without electrical power all electrically operated
flight and engine indications, fuel boost pump, CAS
messages, WING FLAPS Handle and all navigation
and communications will be inoperative. All
standby instruments, including torque indicator
and vacuum-driven standby attitude indicator, will
be operative.
4. Vents . . . . . . . . . . . . . . . . . . . . . . . . CLOSED (to avoid drafts)
a. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . CLOSE
b. Overhead Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
c. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
WARNING

Occupants should use oxygen masks (if installed)
until smoke clears. After discharging an
extinguisher within a closed cabin, ventilate the
cabin.
7. AVIONICS Power Switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING

With AVIONICS No. 1 and No. 2 OFF, use standby
flight instruments.
8. All Other Electrical Switches. . . . . . . . . . . . . . . . . . . . . . . . OFF
IF FIRE APPEARS OUT AND ELECTRICAL POWER IS
NECESSARY FOR CONTINUANCE OF FLIGHT:
9. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
10. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
11. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
12. Circuit Breakers . . . . . . CHECK (for faulty circuit; do not reset)
13. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(Continued Next Page)
FAA APPROVED
3-15
208BPHBUS-00
U.S.

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

ELECTRICAL FIRE IN FLIGHT (Continued)
14. Electrical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turn switches on one at a time, with a delay after each until
short circuit is localized.
15. Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(when it is verified that fire is completely extinguished)
a. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
b. Overhead Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
c. VENT AIR FANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
16. BLEED AIR HEAT . . . . . . . . . . . . . . . . . . . . . . . ON (as desired)

CABIN FIRE
1. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
3. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING

Without electrical power all electrically operated
flight and engine indications, fuel boost pump, CAS
messages, WING FLAPS Handle and all navigation
and communications will be inoperative. All
standby instruments, including torque indicator
and vacuum-driven standby attitude indicator, will
be operative.
4. Vents. . . . . . . . . . . . . . . . . . . . . . . . . CLOSED (to avoid drafts)
a. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
b. Overhead Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
c. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. Fire Extinguisher. . . . . . . . . . . . . . . . . ACTIVATE (if available)
WARNING

Occupants should use oxygen masks (if installed)
until smoke clears. After discharging an
extinguisher within a closed cabin, ventilate the
cabin.
7. Flight . . . . . . . . . . . . . . . . . . TERMINATE (as soon as possible)

3-16

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

WING FIRE
1.
2.
3.
4.
5.
6.

PITOT/STATIC HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
STALL HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STROBE Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NAV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG and TAXI/ RECOG Switches . . . . . . . . . . . . . . . . . . . OFF
FUEL QUANTITY Circuit Breakers . . . . . . . . . . . . . . . . . . OFF
(second row, third breaker from front
and third row third breaker from front)
7. RADAR R/T Circuit Breaker (if installed) . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
8. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . . . . OFF
WARNING

Perform a sideslip as required to keep flames away
from the fuel tank and cabin. Land as soon as
possible.

CABIN FIRE DURING GROUND OPERATIONS
1.
2.
3.
4.
5.
6.
7.

POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH

FAA APPROVED
208BPHBUS-00

U.S.

3-17

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE FIRE DURING START ON GROUND (Red ENGINE
FIRE CAS MSG)
1. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOTOR
WARNING

It is possible to have an engine fire without an
accompanying Red ENGINE FIRE CAS MSG.
CAUTION

•

Do not exceed the starting cycle limitations. Refer to
Section 2, limitations.

•

Should the fire persist, as indicated by sustained
interstage turbine temperature, immediately close
the fuel shutoff and continue motoring.

4.
5.
6.
7.
8.

STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH

3-18

FAA APPROVED
208BPHBUS-00

U.S.

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ICE AND RAIN PROTECTION
THE FOLLOWING WEATHER CONDITIONS CAN BE
CONDUCIVE TO SEVERE IN-FLIGHT ICING - As Required
by AD 96-09-15, Paragraph (a) (2):
1. Visible rain at temperatures below 0°C (32°F) ambient air
temperature.
2. Droplets that splash or splatter on impact at temperatures below
0°C (32°F) ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE ICING
ENVIRONMENT - As Required by AD 96-09-15, Paragraph
(a) (2):
These procedures are applicable to all flight phases from takeoff to
landing. Monitor the ambient air temperature. While severe icing can
form at temperatures as cold as -18°C (0°F), increased vigilance is
warranted at temperatures around freezing with visible moisture
present. If the visual cues specified in Section 2, Limitations for
identifying severe icing conditions are observed, accomplish the
following:
1. Immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the severe icing
conditions in order to avoid extended exposure to flight
conditions more severe than those for which the airplane has
been certificated.
2. Avoid abrupt and excessive maneuvering that can exacerbate
control difficulties.
3. Do not engage the autopilot.
4. If the autopilot is engaged, hold the control wheel firmly and
disengage the autopilot.
5. If an unusual roll response or uncommanded roll control
movement is observed, reduce the angle-of-attack.
6. If the flaps are extended, do not retract them until the airframe is
clear of ice.
7. Report these weather conditions to Air Traffic Control.

FAA APPROVED
208BPHBUS-00

U.S.

3-19

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

INADVERTENT ICING ENCOUNTER
1. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . BYPASS
3. PITOT/STATIC HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . ON
4. STALL HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. PROP HEAT Switch (if installed) . . . . . . . . . . . . . . . . . . AUTO
IF ABOVE 20,000 FEET:
6. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS MAX
7. Altitude . . . . . . . . . . DESCEND TO 20,000 FEET OR BELOW
(as soon as practical)
Turn back or change altitude to obtain an outside air temperature that
is less conducive to icing.
8. IGNITION Switch. . . . . . . . . . . OFF (after 5 minutes operation)
9. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
10. TEMP Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
Push FWD CABIN HEAT control full in and pull defrost control full out to
obtain maximum windshield defroster effectiveness.
11. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 RPM
(to minimize ice build-up)
NOTE
If BYPASS is used at any point during flight or aircraft
operation due to suspected or actual icing conditions, do
not return it to NORMAL until the separator has been
visually inspected and verified that the separator and its
door are free of ice and water.
CAUTION

If excessive vibration is noted, momentarily reduce
propeller RPM to 1600 with the PROP RPM Lever, then
rapidly move the control full forward. Cycling the RPM
flexes the propeller blades and high RPM increases
centrifugal force, causing ice to shed more readily.
If icing conditions are unavoidable, plan a landing at the nearest airport.
With an extremely rapid ice build-up, select a suitable off airport landing
site.
(Continued Next Page)

3-20

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

INADVERTENT ICING ENCOUNTER (Continued)
With an ice accumulation of 1/4 inch or more on the wing leading
edges, be prepared for a significantly higher power requirement,
approach speed, stall speed, and longer landing roll.
If necessary, set up a forward slip for visibility through the left portion of
the windshield during the landing approach.
Use approach speed of 120 KIAS with flaps at 20°. With ice suspected
on the airframe, or operating at 5°C (41°F) or less in visible moisture,
do not extend flaps beyond 20° for landing.
12. Landing Distance . . . . . MULTIPLY POH/AFM DISTANCE BY:
2.2 - FLAPS UP
2.1 - FLAPS 10°
13. Minimum Approach Airspeed . . . . . . . . . . . . . . AT OR ABOVE:
120 KIAS - Flaps UP
110 KIAS - Flaps 10°
WARNING

With heavy ice accumulations on the horizontal
stabilizer leading edge, do not extend flaps while
enroute or holding. When landing is assured, select
the minimum flap setting required, not to exceed
20°, and maintain extra airspeed consistent with
available field length. Do not retract the flaps once
they have been extended, unless required for goaround. Then retract flaps in increments while
maintaining 5 to 10 knots extra airspeed.
NOTE

•

Land on the main wheels first, avoiding a slow and high
flare.

•

Missed approaches should be avoided whenever
possible because of severely reduced climb capability.
However, if a go-around is mandatory, make the decision
much earlier in the approach than normal. Apply takeoff
power and maintain 95 to 110 KIAS while retracting the
flaps slowly in small increments.

FAA APPROVED
208BPHBUS-00

U.S.

3-21

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

AVIONICS/AUTOPILOT
PITCH TRIM FAILURE (Red PTRM ON PFD)
1. Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . GRIP FIRMLY
2. AP/TRIM DISC Button. . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high elevator control forces possible)
3. ELEVATOR TRIM . . . . . . . . RETRIM (using manual trim wheel)
NOTE
Actuate each half of the pilot and copilot Manual Electric
Pitch Trim Switches separately to make sure trim does not
actuate with only one half switch.
IF Red PTRIM CAS MESSAGE CLEARS
Procedure complete
IF Red PTRM MESSAGE REMAINS
4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . DO NOT RE-ENGAGE

YAW DAMPER INOPERATIVE (Red AFCS OR YAW CAS
MSG)
1. AFCS Circuit Breaker (circuit breaker panel) . . . . . . . . CHECK
IF STILL INOPERATIVE
2. Autopilot will be inoperative.

3-22

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ELECTRICAL FAILURES
GENERATOR FAILURE (Amber GENERATOR OFF CAS
MSG)
1. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Monitor voltage and generator output.
2. STBY ALT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON
IF BUS VOLTS IS LESS THAN 28.5:
3. GEN AMPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
IF GEN AMPS IS ZERO:
a. GEN CONT and GEN FIELD Circuit Breakers. . . PUSH IN
(top row last 2 breakers on forward end)
b. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . RESET
IF GENERATOR OUTPUT RESUMES:
c. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(and monitor GEN AMPS)
If BUS VOLTS increases past 32.5, expect the generator to
trip offline again. If this occurs, complete the Generator
Failure checklists beginning with step 3d.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-23

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

GENERATOR FAILURE (Amber GENERATOR OFF CAS
MSG) (Continued)
IF GEN AMPS IS STILL ZERO:
d. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
e. AVIONICS BUS TIE Switch . . . . . . . . . . . . . . . . . . . . . . ON
f. AVIONICS STBY PWR Switch . . . . . . . . . . . . . . . . . . . . ON
NOTE
AVIONICS No. 1 and No. 2 Switches must remain ON in
order for the battery to power the avionics buses.
g. Electrical Load . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
(1) CABIN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(2) POWER OUTLETS Switch . . . . . . . . . . . . . . . . . . OFF
(3) STROBE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(4) LDG and TAXI/ RECOG Switches. . . . . . . . . . . . . OFF
NOTE
Keep LDG and TAXI/ RECOG OFF until required for
approach and landing. Prior to landing, only turn LEFT LDG
light ON to keep electrical load below limit.
(5) VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(6) AIR CONDITIONING (if installed) . . . . . . . . . . . . . OFF
(7) GEN CONT and GEN FIELD Circuit Breakers . . PULL
(top row, last two breakers on forward end)
(8) RIGHT PITOT HEAT Circuit Breaker. . . . . . . . . . PULL
(second row, third breaker from aft end)
(9) RDNG LIGHT Circuit Breaker . . . . . . . . . . . . . . . PULL
(third row, second breaker from aft end)
(10) RADAR R/T Circuit Breaker . . . . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
(11) HF RCVR and HF AMP Circuit Breakers . . . . . . PULL
(AVN BUS 2, second row, fifth and
sixth breakers from left side)
h. ALT AMPS . . . . . . . . . . . . . . . . VERIFY BELOW 75 AMPS
(continue shedding if not below 75 amps)
i. Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
NOTE
With Standby Alternator powering the electrical system, the
flight can continue to destination airport with the Amber
GENERATOR OFF CAS message displayed. Monitor
alternator load using ENGINE SYSTEM page.
3-24

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

VOLTAGE HIGH (Red VOLTAGE HIGH CAS MSG)
1. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
If BUS VOLTS increases past 32.5, expect the generator to
trip offline automatically. BUS VOLTS will turn red/ white at
32.1 volts to give advanced warning of an automatic trip. If
this occurs, complete the generator failure checklist
beginning with step 3a.
IF THE GENERATOR DOES NOT TRIP AUTOMATICALLY ABOVE
32.5 VDC:
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
Complete the GENERATOR FAILURE checklist beginning
with step 3d.

VOLTAGE LOW (Red VOLTAGE LOW CAS MSG)
1. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION

A Red VOLTAGE LOW CAS MSG followed by a BUS 1,
BUS 2 or STBY PWR Circuit Breaker tripping can
indicate a feeder fault that has isolated itself. Do not
reset the tripped breaker. The Red VOLTAGE LOW
CAS MSG should disappear.
2. STBY ALT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON
IF VOLTAGE IS LESS THAN 24.5, Amber GENERATOR OFF AND
Amber STBY PWR INOP CAS MSG(s) ON:
3. GEN CONT and GEN FIELD Circuit Breakers . . . . . . PUSH IN
4. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
5. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . OFF; THEN ON
IF BUS VOLTS IS STILL LESS THAN 24.5:
6. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
7. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-25

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

VOLTAGE LOW (Red VOLTAGE LOW CAS MSG) (Continued)
8. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
a. AVIONICS STBY PWR Switch . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS BUS TIE Switch . . . . . . . . . . . . . . . . . . . . . OFF
c. ANTI-ICE PRIMARY Switch . . . . . . . . . . . . . . . . . . . NORM
NOTE
TKS Ice Protection System PRIMARY switch must be kept
in NORM in order to keep the electrical load within limits on
BATTERY power ONLY.
d.
e.
f.
g.

PROP HEAT Switch (if installed) . . . . . . . . . . . . . . . . .
CABIN Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STROBE lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LDG and TAXI/RECOG lights . . . . . . . . . . . . . . . . . . . .

OFF
OFF
OFF
OFF

NOTE
Keep LDG and TAXI/RECOG lights OFF until required for
approach and landing. Prior to landing, only turn the LEFT
LDG light ON to keep electrical load below limit.
h. VENT AIR FANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
i. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . . OFF
j. GEN CONT and GEN FIELD Circuit Breakers . . . . . . PULL
(top row, last two breakers on forward end)
k. RIGHT PITOT HEAT Circuit Breaker . . . . . . . . . . . . . PULL
(second row, third breaker from aft end)
l. RDNG LIGHT Circuit Breaker. . . . . . . . . . . . . . . . . . . PULL
(third row, second breaker from aft end)
m. RADAR R/T Circuit Breaker . . . . . . . . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
n. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. BATT AMPS . . . . . . . . . . . . . . . . . . VERIFY BELOW 45 AMPS
10. FLIGHT . . . . . . . . . . . . . . TERMINATE (as soon as possible)
(refer to the appropriate FORCED LANDINGS
procedure in this Section)

3-26

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ENGINE MALFUNCTIONS
LOSS OF OIL PRESSURE (Red OIL PRESS LOW CAS
MSG)
1. Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CAUTION

If oil pressure indications confirm warning CAS MSG,
proceed in accordance with Engine Failures checklists
or at the discretion of the pilot and consistent with
safety, continue engine operation in preparation for an
emergency landing as soon as possible.

FUEL CONTROL UNIT MALFUNCTION IN THE
PNEUMATIC OR GOVERNOR SECTIONS (Engine Power
Rolls Back To Idle)
1. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. EMERGENCY POWER Lever . . . . . . . . . . . . . . . . . . . . . . USE
(maintain 65% Ng minimum during flight)
CAUTION

The EMERGENCY POWER lever overrides normal fuel
control functions and results in the direct operation of
the fuel metering valve. Utilize slow and smooth
movement of the EMERGENCY POWER lever to avoid
engine surges, and/or exceeding ITT, Ng, and torque
limits.

EMERGENCY POWER LEVER NOT STOWED (Red EMERG
PWR LVR CAS MSG)
1. EMERGENCY POWER Lever . . . . . . . . . . . VERIFY NORMAL

FAA APPROVED
208BPHBUS-01

U.S.

3-27

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

FUEL SYSTEM
FUEL FLOW INTERRUPTION TO FUEL RESERVOIR (Red
RSVR FUEL LOW CAS MSG)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
2. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. If Red RSVR FUEL LOW CAS MSG remains and there is usable
fuel in the wing tanks:
a. Carefully monitor engine indications and Amber FUEL
PRESS LOW CAS MSG for signs of fuel starvation.
b. Land as soon as possible and determine cause of Red
RSVR FUEL LOW warning.
WARNING

If there are signs of fuel starvation, prepare for a
forced landing (as described in Emergency Landing
Without Engine Power).

FUEL TANK SELECTOR OFF DURING ENGINE START
(Red FUEL SELECT OFF CAS MSG And Both Fuel
Selector Warning Horns Activated)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON

FUEL LEVEL LOW AND SINGLE FUEL SELECTOR OFF
(Red FUEL SELECT OFF and Amber L, R, OR L-R FUEL
LOW CAS MSG(s)) and/or BOTH FUEL TANK SELECTORS
OFF (Red FUEL SELECT OFF CAS MSG AND ONE FUEL
WARNING HORN ACTIVATED)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
2. Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Maximum 200 pounds imbalance.

3-28

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

START CONT AND/OR FUEL SELECT WARN CIRCUIT
BREAKER(S) TRIPPED (Red FUEL SELECT OFF CAS
MSG)
1. Tripped Circuit Breaker(s). . . . . . . . . . . . . . . . . . . . . . . . RESET
NOTE
With either the START CONT or FUEL SELECT WARN
Circuit Breaker tripped, the Red FUEL SELECT OFF CAS
MSG will be displayed and the FUEL SELECT WARNING
HORNS will be inoperative.
CAUTION

Do not reset circuit breakers more than once and only
after a 2 minute cool off period.

FAA APPROVED
208BPHBUS-01

U.S.

3-29

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

EXPANDED EMERGENCY
ENGINE FAILURE
If an engine failure occurs during the takeoff roll, the most important
thing to do is stop the airplane on the remaining runway. Those extra
items on the checklist will provide added safety after a failure of this
type.
Prompt lowering of the nose to maintain airspeed and establish a glide
attitude is the first response to an engine failure after takeoff.
Feathering the propeller substantially reduces drag, thereby providing
increased glide distance. In most cases, the landing should be planned
straight ahead with only small changes in direction to avoid
obstructions. Altitude and airspeed are seldom sufficient to execute a
180° gliding turn necessary to return to the runway. The checklist
procedures assume that adequate time exists to secure the fuel and
electrical systems prior to touchdown.
After an engine failure in flight, the best glide speed, as shown in Figure
3-1, should be established as quickly as possible. Propeller feathering
is dependent on existing circumstances and is at the discretion of the
pilot. Maximum RPM selection will provide increased gas generator
windmilling speed for emergency restarts in the event of a starter
failure. On the other hand, to obtain the maximum glide, the propeller
must be feathered.
(Continued Next Page)

3-30

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ENGINE FAILURE (Continued)
While gliding toward a suitable landing area, an effort should be made
to identify the cause of the power loss. An engine failure might be
identified by abnormal temperatures, mechanical noises or high
vibration levels in conjunction with the power loss. A flameout will be
noticed by a drop in ITT, torque and% Ng.
CAUTION

Do not attempt to restart an engine that is definitely
known to have failed.
A flameout can result from the engine running out of fuel, or by unstable
engine operation. Unstable engine operation such as a compressor
surge (possible due to a bleed valve malfunction) can be identifiable by
an audible popping noise just before flameout. Once the fuel supply
has been restored to the engine or cause of unstable engine operation
eliminated, the engine can be restarted.
The best airstart technique is to initiate the relight procedure
immediately after a flameout occurs, provided the pilot is certain that
the flameout was not the result of some malfunction that might make it
hazardous to attempt a relight.
Regardless of airspeed or altitude, there is always the possibility that
the engine can light up successfully just as soon as the ignition is
turned on. In an emergency, turn on the ignition just as soon as
possible after flameout, provided the gas generator speed has not
dropped below 50%. Under these circumstances, it is not necessary to
shut off the fuel or feather the propeller. The POWER lever, however,
should be retarded to IDLE position.
CAUTION

The pilot should determine the reason for power loss
before attempting an airstart.
If a flameout has occurred and the gas generator speed has dropped
below 50%, the FUEL CONDITION lever should be moved to the
CUTOFF position before an airstart is attempted.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-31

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE FAILURE (Continued)
MAXIMUM GLIDE

Figure 3-1
Propeller feathering is dependent on circumstances and is at the
discretion of the pilot. However, if engine oil pressure drops below 15
psi, the propeller should be feathered.
If an airstart is to be attempted, follow the checklist procedures. The
Starter Assist procedure is preferred since it results in cooler engine
starts. Successful airstarts (with starter assist) can be achieved at all
airspeeds normally flown and up to an altitude of 14,000 feet. However,
above 14,000 feet, or with the gas generator RPM below 10%, starting
temperatures tend to be higher and caution is required.
(Continued Next Page)

3-32

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ENGINE FAILURE (Continued)
CAUTION

The FUEL CONDITION Lever can be moved
momentarily to CUTOFF and then back to LOW IDLE if
overtemperature tendencies are encountered. This
reduces the flow of fuel to the combustion chamber.
If the engine starter is inoperative, follow the No Starter Assist checklist
procedures for an airstart.
CAUTION

•

If a rise in Ng and ITT are not indicated within 10
seconds, place FUEL CONDITION lever to cutoff
and abort start. Refer to Emergency Procedures
Engine Failure During Flight and Emergency
Landing Without Engine Power.

•

Emergency airstarts can be attempted below 10%
Ng and outside the normal airspeed envelope, but
ITT should be closely monitored. the FUEL
CONDITION lever can be moved alternately to cutoff
and then back to low idle if overtemperature
tendencies are encountered.

•

Do not attempt an airstart without starter assist with
0% Ng.

FAA APPROVED
208BPHBUS-01

U.S.

3-33

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent,
select a suitable field and prepare for the landing as discussed under
the Emergency Landing Without Engine Power checklist.
Before attempting an off-airport landing with engine power available,
one should fly over the landing area at a safe but low altitude to inspect
the terrain for obstructions and surface conditions, proceeding as
discussed in the Precautionary Landing With Engine Power checklist.
NOTE
The overhead fuel tank selectors control shutoff valves at
the wing fuel tank outlets. To minimize the possibility of a
fire, these selectors can be set to the OFF position during
the final phase of an approach to an “off-airport” landing.
With the selectors turned OFF, there is adequate fuel in the
fuel reservoir tank for 3 minutes of maximum continuous
power operation or approximately 9 minutes idle power
operation. A warning horn will sound with both fuel
selectors turned OFF. If the noise of the warning horn is too
distracting, it can be silenced by pulling the START CONT
circuit breaker.
WARNING

If the precautionary landing is aborted, turn the fuel
tank selectors to the on position after initiating the
balked landing.

DITCHING
Prepare for ditching by securing or jettisoning heavy objects located in
the baggage area and collect folded coats for protection of occupants’
faces at touchdown. Transmit Mayday message on 121.5 MHz giving
location and intentions and squawk 7700. Avoid a landing flare
because of difficulty in judging height over a water surface.

3-34

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

LANDING WITHOUT ELEVATOR CONTROL
Using power lever and elevator trim control, trim for approximately 500
fpm descent with 20° flaps at 85 KIAS. Then control the glide angle by
adjusting power. If required, make small trim changes to maintain
approximately 85 KIAS as power is adjusted during the approach.
The landing flare can be accomplished by a gentle power reduction
accompanied by nose up trim. At forward C.G. loadings, it can be
necessary to make a small power increase in the final flare stage to
bring the nose up and prevent touchdown on the nose first. After
touchdown, move the POWER lever to idle.

SMOKE AND FIRE
In the event a fire is encountered, the following information will be
helpful in dealing with the emergency as quickly and safely as possible.
The preflight checklist in Section 4 is provided to aid the pilot in
detecting conditions which could contribute to an airplane fire. As a fire
requires a combustible material, oxygen and a source of ignition, close
preflight inspection should be given to the engine compartment and the
underside of the wing and fuselage. Leaks in the fuel or oil systems can
lead to a ground or in-flight fire.
WARNING

Flight should not be attempted with known fuel or
oil leaks. The presence of fuel or unusual oil stains
can be an indication of system leaks and should be
corrected prior to flight.
Probable causes of an engine fire are a malfunction of the fuel control
unit and improper starting procedures. Improper procedures such as
starting with the EMERGENCY POWER Lever out of NORMAL position
or introducing fuel into the engine when gas generator speed is below
10% RPM will cause a hot start which can result in an engine fire. In the
event that this occurs, proceed in accordance with the Engine Fire
During Start On Ground checklist.
If an airplane fire is discovered on the ground or during takeoff, but prior
to committed flight, the airplane should be stopped and evacuated as
soon as practical.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-35

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

SMOKE AND FIRE (Continued)
Engine fires originating in flight must be controlled as quickly as
possible in an attempt to prevent major structural damage. Immediately
shut off all fuel to the engine and shut down the engine. Close the cabin
heat firewall shutoff control and forward side vents to avoid drawing fire
into the cabin, open the overhead vents, extend 20° to FULL flaps and
slow down to 80-85 KIAS. This provides a positive cabin pressure in
relation to the engine compartment. An engine restart should not be
attempted.
An open foul weather window produces a low pressure in the cabin. To
avoid drawing the fire into the cabin, the foul weather window should be
kept closed.
A fire or smoke in the cabin should be controlled by identifying and
shutting down the faulty system. Smoke can be removed by opening
the cabin ventilation controls. When the smoke is intense, the pilot can
choose to expel the smoke through the foul weather window. The foul
weather window should be closed immediately if the fire becomes more
intense when the window is opened.
The initial indication of an electrical fire is usually the odor of burning
insulation. The checklist for this problem should result in elimination of
the fire.

EMERGENCY OPERATION IN CLOUDS
If the vacuum pump fails in flight, the standby attitude indicator will not
be accurate. The pilot must rely on the attitude and heading information
(from the AHRS) shown on the PFD indicators. With valid HDG or GPS/
NAV inputs, autopilot operation will not be affected.
If a single AHRS unit fails in flight (red X’s shown through the PFD
attitude and heading indicators), the pilot must rely on the cros-side
AHRS for attitude and heading information.
The autopilot will not operate if a single AHRS unit fails. The pilot must
manually fly the airplane with crosside AHRS input. Refer to Section 7,
Airplane and Systems Description, for additional details on autopilot
operations.
The following instructions assume a dual AHRS failure and that the
pilot is not very proficient at instrument flying.

3-36

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

EXECUTING A 180° TURN IN CLOUDS (AHRS FAILURE)
Upon inadvertently entering the clouds, an immediate turn to reverse
course and return to VFR conditions should be made as follows:
DUAL AHRS FAILURE
1. Note the non-stabilized magnetic compass heading.
2. Set rudder trim to the neutral position.
3. Using the standby attitude indicator, initiate a 15° bank left turn.
Keep feet off rudder pedals. Maintain altitude and 15° bank
angle. Continue the turn for 60 seconds, then roll back to level
flight.
4. When the compass card becomes sufficiently stable, check the
accuracy of the turn by verifying that the compass heading
approximates the reciprocal of the original heading.
5. If necessary, adjust the heading by keeping the wings level and
using the rudder to make skidding turns (the compass will read
more accurately) to complete the course reversal.
6. Maintain altitude and airspeed by cautious application of
elevator control. Keep the roll pointer and index aligned and
steer only with rudder.

EMERGENCY DESCENT THROUGH CLOUDS (AHRS
FAILURE)
When returning to VFR flight after a 180° turn is not practical, a descent
through the clouds to VFR conditions below can be appropriate. If
possible, obtain an ATC clearance for an emergency descent through
the clouds.
DUAL AHRS FAILURE
Choose an easterly or westerly heading to minimize non-stabilized
magnetic compass card sensitivity. Occasionally check the compass
heading and make minor corrections to hold an approximate course.
The autopilot will not operate if the AHRS unit fails. The pilot must
manually fly the airplane without AHRS input.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-37

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

DUAL AHRS FAILURE (Continued)
Before descending into the clouds, prepare for a stabilized descent as
follows:
1. Set rudder trim to neutral position.
2. Turn pitot heat on.
3. Set power for a 500 to 800 feet per minute rate of descent.
4. Set the elevator trim for a stabilized descent at 115 KIAS.
5. Use the standby attitude indicator roll pointer and index to keep
wings level.
6. Check trend of compass card movement and make cautious
corrections with rudder to stop the turn.
7. Upon breaking out of clouds, resume normal cruising flight.

RECOVERY FROM SPIRAL DIVE IN THE CLOUDS (AHRS
FAILURE)
DUAL AHRS FAILURE
If a spiral is entered while in the clouds, continue as follows:
1. Retard POWER lever to idle position.
2. Remove feet from rudder pedals.
3. Stop turn by carefully leveling the wings using aileron control to
align the roll index and roll pointer of the standby attitude
indicator.
4. Cautiously apply elevator back pressure to slowly reduce the
airspeed to 115 KIAS.
5. Adjust the elevator trim control to maintain an 115 KIAS glide.
6. Set rudder trim to neutral position.
7. Use aileron control to maintain wings level (keep roll pointer and
index aligned) and constant heading.
8. Resume EMERGENCY DESCENT THROUGH THE CLOUDS
procedure.
9. Upon breaking out of clouds, resume normal cruising flight.

3-38

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

SPINS
Intentional spins are prohibited in this airplane. Should an inadvertent
spin occur, the following recovery technique can be used.
1. RETARD POWER LEVER TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE
DIRECTION OF ROTATION.
4. IMMEDIATELY AFTER THE RUDDER REACHES THE STOP,
MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR
ENOUGH TO BREAK THE STALL. Full down elevator will be
required at aft center of gravity loadings to assure optimum
recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs can extend the
recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.

FAA APPROVED
208BPHBUS-01

U.S.

3-39

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE MALFUNCTIONS
LOSS OF OIL PRESSURE
The complete loss of oil pressure, as evidenced by the Red OIL
PRESS LOW CAS MSG and confirmed by the oil pressure indication
reading, implies that the pilot will eventually lose control of the propeller
as the propeller springs and counterweights drive the propeller blades
into feather. Also, the engine will eventually seize. Therefore, if the pilot
elects to continue to operate the engine after loss of oil pressure,
engine and propeller operation should be closely monitored for
indication of the onset of propeller feathering or engine seizure and the
engine failure checklist should be completed at that time.
Operation of the engine at a reduced power setting (preferably at the
minimum power required for the desired flight regime) will generally
prolong the time to loss of engine/propeller thrust.
Operation of the engine with the oil pressure in the yellow band is not
considered critical, but is a cause for concern and should be tolerated
only for the completion of the flight. Continued monitoring of the oil
pressure gauge will provide an early indication of dropping oil pressure
due to insufficient oil supply or a malfunctioning oil pump, and will give
the pilot additional time to divert to a suitable emergency landing area
with the engine operating.

3-40

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

FUEL CONTROL UNIT MALFUNCTION
PNEUMATIC OR GOVERNOR SECTIONS

IN

THE

A malfunction in the pneumatic or governor sections of the fuel control
unit can cause engine power to decrease to minimum flow idle.
Symptoms of this type failure would be an ITT indication in the typical
idle range of 500°C to 600°C, Ng of 48% or above (increases with
altitude), and no engine response to POWER lever movement. If this
type of malfunction has occurred, the EMERGENCY POWER lever
(fuel control manual override) can be used to restore engine power. To
use the manual override system, place the POWER lever at its IDLE
position and move the EMERGENCY POWER lever forward of its IDLE
gate and advance as required.
CAUTION

When using the fuel control manual override system,
engine response can be more rapid than when using
the POWER lever. Utilize slow and smooth movement
of the EMERGENCY POWER lever to avoid engine
surges, and/or exceeding ITT, Ng, and torque limits.
NOTE

•

When using EMERGENCY POWER lever, monitor gas
generator RPM when reducing power near idle, to keep
it from decreasing below 65% in flight.

•

The EMERGENCY POWER lever can have a dead
band, such that no engine response is observed during
the initial forward travel from the IDLE position.

EMERGENCY POWER LEVER NOT STOWED
The Red EMERG PWR LVR CAS message was designed to alert the
pilot of the Emergency Power Lever position prior to and during the
engine start sequence. If the Emergency Power Lever is moved from
the NORMAL position at any time with the engine running, no CAS
message will be displayed.

FAA APPROVED
208BPHBUS-01

U.S.

3-41

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

FUEL SYSTEM MALFUNCTION/INADVERTENT
FUEL FLOW INTERRUPTION PROCEDURES
Fuel flows by gravity from the wing tanks, through fuel tank shutoff
valves at the inboard end of each wing tank, and on to the reservoir
located under the center cabin floorboard. After engine start, the main
ejector pump (located in the reservoir) provides fuel to the enginedriven fuel pump at approximately 10 psi.
If the main ejector pump should malfunction, a pressure switch will
activate the Amber FUEL PRESS LOW CAS MSG as well as turn on
the auxiliary boost pump (when the FUEL BOOST Switch is in the
NORM position) anytime the fuel pressure drops below approximately
4.75 psi.
Anytime the level of fuel in the reservoir drops to approximately one half
full, the Red RSVR FUEL LOW CAS MSG will illuminate. If this occurs,
the pilot should immediately verify that both FUEL TANK SELECTORS
(located in the overhead panel) are ON and turn on the ignition and
FUEL BOOST Switches.
WARNING

There is only enough fuel in the reservoir for
approximately 1-1/2 minutes of engine operation at
maximum continuous power after illumination of
the Red RESERVOIR FUEL LOW CAS MSG.
If the FUEL TANK SELECTORS have been left off, turning them on will
quickly fill the reservoir and extinguish the Red RSVR FUEL LOW CAS
MSG. Once the cause of the Red RSVR FUEL LOW condition has
been determined and corrected (CAS MSG extinguished), the ignition
and FUEL BOOST Switches can be returned to their NORM positions.
A fuel selector off warning system advises the pilot if both fuel tank
selectors are in the OFF position before engine start, if either fuel tank
selector is OFF during engine start, or if one FUEL TANK SELECTOR
is OFF and the fuel level in the tank being used drops below
approximately 25 gallons. The warning system includes a Red CAS
MSG labeled FUEL SELECT OFF and two warning horns. If the FUEL
SELECT WARN circuit breaker has popped or the START CONT circuit
breaker has been pulled (possibly for ground maintenance), the Red
FUEL SELECT OFF CAS MSG will be illuminated even with both FUEL
TANK SELECTORS in the ON position. This is a warning to the pilot
that the fuel selector off warning system has been deactivated. See
Section 7 for further details on the fuel selector off warning system.

3-42

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
EMERGENCY PROCEDURES

ELECTRICAL FAILURES
GENERATOR OR MAIN BUS MALFUNCTIONS
Illumination of the VOLTAGE LOW CAS MSG is a warning that the
power distribution bus voltage is low enough to start discharging the
battery. BUS VOLTS reading is used to verify the low bus voltage. A low
or zero reading of the GEN AMPS confirms that the charge is
insufficient or generator output current is zero. If the GENERATOR
OFF CAS MSG is illuminated, it indicates that the generator contactor
has disconnected the generator from the power distribution bus. The
most likely causes of a generator trip (disconnection) are line surges,
tripped circuit breakers or accidental switch operation. In these cases,
follow the checklist procedures to restore generator operation.
The airplane is equipped with two starter contactors. One is used for
starts on external power and the other for battery starts. If either
contactor does not open after reaching approximately 46% Ng, the
amber STARTER ON CAS MSG will remain illuminated. In most cases
when this occurs, the generator will not transfer to the generator mode,
and the GENERATOR OFF CAS MSG will remain illuminated. Under
these conditions, it will be necessary to shut down the engine using
checklist procedures and correct the malfunction prior to flight.
Illumination of the Amber GENERATOR AMPS CAS MSG indicates 1
of 2 conditions:
1. The current load on the generator is above its rated value for
that flight condition. The pilot should reduce the electrical load,
or change flight conditions as noted in the 300 Amp Starter
Generator supplement.
2. The reverse current protection of the GCU has failed. If the GEN
AMPS is below -10 amps the pilot should disconnect the
generator from the electrical system by tripping the
GENERATOR Switch.
The electrical power distribution system consists of a primary power
distribution bus in the engine compartment which receives power from
the battery and the generator, and two (No. 1 and No. 2) main power
buses located in the circuit breaker panel. The main buses are each
connected to the power distribution bus by three feeder cables. Each
feeder cable is protected by a fuse link and a circuit breaker. This
multiple feeder system provides automatic isolation of a feeder cable
ground fault. If one of the three 30-amp feeder circuit breakers on either
bus opens, it should be assumed that a feeder cable ground fault has
been isolated, and attempted resetting of these breakers prior to
troubleshooting is not recommended. The electrical load on the
affected bus should be maintained below the remaining 60-ampere
capacity.
FAA APPROVED
208BPHBUS-01

U.S.

3-43

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

LOSS OF ELECTRICAL POWER
The design of the electrical power system, due to the self-exciting
feature of the generator and the multiple protected busing system,
minimizes the possibility of a complete electrical power loss. However,
a fault to ground (airframe) on the generator or battery cables can be
identified by one or more of the following: illumination of the
GENERATOR OFF CAS MSG, sudden dimming of lights, contactor
chattering, circuit breaker tripping, or arching noises. Monitoring GEN
AMPS, ALT AMPS, BAT AMPS, and BUS VOLTS on the ELECTRICAL
section of the EIS Systems page will provide further information
concerning the location of the fault, or the system affected by the fault.
In the event of the above indications, the portion of the system
containing the fault should be isolated. Following the checklist
procedures for Generator Failure should result in restoration of
electrical power to the distribution buses. The electrical section of the
EIS Systems page should be monitored to assure that ground fault
currents have been shut off and the capacity of the remaining power
source(s) is not exceeded.

PARTIAL AVIONICS POWER FAILURE
Avionics power is supplied to the No. 1 and No. 2 avionics buses from
the power distribution bus in the engine compartment through separate
protected feeder cables. In the event of a feeder cable failure, both
avionics buses can be connected to the remaining feeder by closing the
guarded AVIONICS BUS TIE Switch. If a ground fault has occurred on
one feeder, it will be necessary to verify the avionics power switch/
breaker associated with the affected feeder is off before the AVIONICS
BUS TIE Switch will restore power to both avionics buses. The
maximum avionics load with one feeder should be limited to 30
amperes. Nonessential avionics equipment should be turned off.

STANDBY ELECTRICAL SYSTEM MALFUNCTIONS
An operational check of the standby electrical system is performed by
following the Normal Procedures, Before Takeoff checklist. With the
generator supplying the electrical load and the STBY ALT PWR Switch
ON, both the Amber STBY PWR ON CAS MSG and STBY PWR INOP
CAS MSG, should be extinguished.
The ALT AMPS should indicate zero amps. If the STBY PWR INOP
CAS MSG is illuminated, it indicates that the alternator has no output. If
a line voltage surge or temporary condition has tripped the ACU
(alternator control unit), then cycling the STBY ALT PWR Switch to
OFF, then back ON, can reset the ACU and restore standby power.
(Continued Next Page)

3-44

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

STANDBY

SECTION 3
EMERGENCY PROCEDURES

ELECTRICAL

SYSTEM

MALFUNCTIONS

(Continued)
If, due to a power system malfunction, the standby electrical system is
carrying part of the electrical load (more than 10 amps), the STBY PWR
ON CAS MSG will be illuminated and the ALT AMPS in the EIS
Systems page will indicate the amount of current being supplied by the
standby electrical system.
To attempt to restore main power, refer to the Section 3 emergency
procedures for Generator Failure. If this attempt is successful, the
standby electrical system will revert to its normal no-load condition and
the STBY PWR ON CAS MSG will extinguish. If main electrical power
cannot be restored, reduce nonessential loads as necessary to remain
within the 75-amp capability of the standby electrical system. Loads in
excess of this capability will be indicated by an Amber ALTNR AMPS
CAS MSG.
If the reverse current protection of the ACU fails, an Amber ALTNR
AMPS CAS MSG will display when the reverse current is detected to
be less than -8 amps. The pilot should disconnect the standby
alternator by turning the STBY ALT PWR Switch OFF.

EMERGENCY EXITS
Use of the crew entry doors, the passenger entry doors, and the cargo
doors for emergency ground egress from the Standard 208B is
illustrated in Emergency Exit chart. Emergency ground egress from the
Cargomaster is accomplished by exiting the airplane through the left
and right crew entry doors as shown in Figure 3-2.
WARNING

•

Do not attempt to exit the Cargomaster through
the cargo doors. Since the inside of the upper
door has no handle, exit from the airplane
through these doors is not possible.

•

When exiting the airplane, avoid the propeller
area.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-45

SECTION 3
EMERGENCY PROCEDURES

CESSNA
MODEL 208B G1000

EMERGENCY EXITS (TYPICAL)

Figure 3-2
3-46

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

SECTION 3
ABNORMAL PROCEDURES
Table Of Contents

Page

Abnormal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Landing with Flat Main Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Landing with Flat Nose Tire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Avionics/Autopilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Aileron Mistrim ( AIL OR AIL
Indication PFD) . . . . . . . . . . . 3-52
Elevator Mistrim ( ELE OR ELE Indication PFD). . . . . . . . . . 3-52
Rudder Mistrim ( RUD OR RUD
Indication PFD) . . . . . . . . 3-53
Altitude Miscompare
(Amber ALT MISCOMP INDICATION PFD) . . . . . . . . . . . . . . 3-53
Airspeed Miscompare
(Amber IAS MISCOMP INDICATION PFD)) . . . . . . . . . . . . . . 3-55
Pitch/Roll/Heading Miscompare
(Amber PIT/ROL/HDG MISCOMP INDICATION PFD). . . . . . 3-57
Display Unit Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
Dual GPS Failure
(Amber “DR” or “LOI” on HSI INDICATION PFD) . . . . . . . . . . 3-59
Audio Panel Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Loss of Radio Tuning Functions . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Transponder Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Failed Airspeed, Altitude, and/or Vertical Speed
(Red “X” on PFD Airspeed, Altitude,
and/or Vertical Speed Indicators). . . . . . . . . . . . . . . . . . . . . . . 3-60
Failed Attitude and/or Heading (Attitude Fail
and/or Red “X” over Heading Display on PDF) . . . . . . . . . . . . 3-62
Loss of Navigation Data (Lateral Deviation Bar
not Present and/or Glideslope Index Clears). . . . . . . . . . . . . . 3-64
Inaccurate Overspeed Warning. . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Inaccurate Flight Director Display . . . . . . . . . . . . . . . . . . . . . . . . 3-65
BOTH ON ADC1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-65
BOTH ON AHRS 1/2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-47

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

Table of Contents (Continued)
BOTH ON GPS1/2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
XSIDE ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
XSIDE AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Multi-Function Display Fan Failed
(White MFD FAN Fail CAS MSG) . . . . . . . . . . . . . . . . . . . . .
Primary Flight Display 1 Fan Failed
(White PFD1 FAN FAIL CAS MSG) . . . . . . . . . . . . . . . . . . . .
Primary Flight Display 2 Fan Failed
(White PFD 2 FAN FAIL CAS MSG) . . . . . . . . . . . . . . . . . . .
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Upper Half of Cargo Door or Upper Half of Passenger Airstair
Door Open (Amber DOOR UNLATCHED CAS MSG). . . . . .
Lower Half of Passenger Airstair Door Open. . . . . . . . . . . . . . .
Right or Left Crew Doors Open . . . . . . . . . . . . . . . . . . . . . . . . .
Cargo Pod Door(s) Open. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starter Contactor Does Not Disengage After Start
(Amber STARTER ON CAS MSG) . . . . . . . . . . . . . . . . . . . .
Generator Load Above Limit
(Amber GENERATOR AMPS CAS MSG) . . . . . . . . . . . . . .
Altenator Load Above Limit
(Amber ALT AMPS CAS MSG) . . . . . . . . . . . . . . . . . . . . . .
Standby Power Inoperative
(Amber STBY PWR INOP CAS MSG). . . . . . . . . . . . . . . . .
Standby Power On
(White STBY PWR ON CAS MSG) . . . . . . . . . . . . . . . . . . .

3-66
3-66
3-66
3-67
3-67
3-67
3-67
3-67
3-68
3-68
3-68
3-68
3-68
3-68
3-68
3-69
3-69

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
Gear Box Contamination (Amber Chip Detect CAS MSG) . . . . 3-70
Ignition On (White IGNITION ON CAS MSG) . . . . . . . . . . . . . . 3-70
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
Asymmetric Flap Extension or Sudden
Flap Retraction on One Side . . . . . . . . . . . . . . . . . . . . . . . 3-70
Flaps Fail to Extend or Retract . . . . . . . . . . . . . . . . . . . . . . . . . 3-71
(Continued Next Page)

3-48

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

Table of Contents (Continued)
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
Auxilliary Fuel Boost Pump ON
(Amber FUEL BOOST ON CAS MSG) . . . . . . . . . . . . . . . . . 3-72
Loss of Fuel Pressure
(Amber FUEL PRESS LOW CAS MSG) . . . . . . . . . . . . . . . . 3-72
Fuel Level Low (Amber L, R, L-R FUEL LOW CAS MSG(s)) . . . 3-72
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
Pitot/Static Heat Failure (Amber L(R) OR L-R P/S
HEAT CAS MSG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
Stall Heat Failure (Amber STALL HEAT CAS MSG) . . . . . . . . . . 3-77
Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77
Emergency Descent Procedures . . . . . . . . . . . . . . . . . . . . . . . . 3-77

EXPANDED ABNORMAL
Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Altitude Miscompare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Airspeed Miscompare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Dual GPS Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Transponder Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Failed Attitude and/or Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
Both on ADC1/2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
Both on AHRS 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
XSIDE ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
XSIDE AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Multi-Function Display Fan Failed . . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Primary Flight Display 1 Fan Failed . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Primary Flight Display 2 Fan Failed . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Inadvertent Opening of Airplane Doors in Flight . . . . . . . . . . . . . . . 3-80

FAA APPROVED
208BPHBUS-01

U.S.

3-49/3-50

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

ABNORMAL LANDING
LANDING WITH FLAT MAIN TIRE
1. Airplane. . . . . . . . . . . . . . . FLY (as desired to lighten fuel load)
2. FUEL SELECTORS . . . . . . . . . . . . POSITION ONE SIDE OFF
(to lighten load on side of flat tire maximum
fuel unbalance of 200 pounds)
3. Approach . . . . . . . . . . . . . . . . . . . . . . NORMAL (FLAPS FULL)
4. Touchdown . . . . . . . . . . . . . . . . . . . . . . INFLATED TIRE FIRST
Hold airplane off flat tire as long as
possible with aileron control.
5. Directional Control . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
(using brake on wheel with inflated tire as required)

LANDING WITH FLAT NOSE TIRE
1. Passengers and Baggage . . . . . . . . . . MOVE AFT (if practical)
Remain within approved C.G. envelope.
2. Approach . . . . . . . . . . . . . . . . . . . . . . NORMAL (FLAPS FULL)
3. Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOSE HIGH
Hold nose wheel off as long as possible during roll.
4. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM NECESSARY

AVIONICS/AUTOPILOT
AILERON MISTRIM ( AIL OR AIL

INDICATION PFD)

1. Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . GRIP FIRMLY
2. AP/TRIM DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high aileron control forces possible)
NOTE
The YAW DAMPER does not need to be disconnected for
this procedure. Therefore it is permissible to use the LEFT
half of either Manual Electric Pitch Trim Switch or 1 press of
the AP button on the Autopilot Mode Control panel to
disconnect the autopilot.
3. AILERON TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRIM
4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE (as desired)

FAA APPROVED
208BPHBUS-01

U.S.

3-51

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

ELEVATOR MISTRIM ( ELE OR ELE INDICATION PFD)
1. Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . GRIP FIRMLY
2. AP/TRIM DISC Button. . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high elevator control forces possible)
NOTE
The yaw damper does not need to be disconnected for this
procedure. Therefore it is permissible to use the LEFT half
of either Manual Electric Pitch Trim Switch or one press of
the AP button on the Autopilot Mode Control panel to
disconnect the autopilot.
3. Elevator Trim Switch . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE (as desired)

3-52

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

RUDDER MISTRIM (

RUD OR RUD

INDICATION PFD)

1. Rudder Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
2. AP/TRIM DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high rudder control forces possible)
3. RUDDER TRIM. . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. Autopilot and Yaw Damper . . . . . . . . . . . ENGAGE (as desired)

ALTITUDE MISCOMPARE
INDICATION PFD)

(Amber

ALT

MISCOMP

1. Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
(both pilot and copilot have the correct altimeter setting)
IF ANNUNCIATION DOES NOT CLEAR
2. Pilot and Copilot Altitude. . . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Altimeter)
WARNING

The Standby Altimeter uses the same static
sources as the pilot’s side air data computer
(ADC1). Do not use Standby Altimeter as sole
source in determining correct altitude.
IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT PFD
DIFFERS)
3. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . . PRESS
4. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
5. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)
IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD
DIFFERS)
6. Autopilot . . . . . . . . . . . . . . . . DISENGAGE (altitude hold mode)
7. ALT STATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL ON
NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-53

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

ALTITUDE MISCOMPARE
INDICATION PFD) (Continued)

(Amber

ALT

MISCOMP

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD
STILL DIFFERS)
6. Compare indicated altitude to GPS altitude on MFD AUX-GPS
STATUS page to aid in determining which primary system is
most accurate.
NOTE

•

When comparing indicated altitude to GPS altitude,
deviations from standard temperature or pressure can
cause indicated altitude to deviate from GPS altitude.
These errors are largest at high altitude and can amount
to over 2,500 feet under some conditions. However,
below 10,000 feet with the correct local altimeter setting
set, GPS altitude will usually be within 600 feet or better
of the correct indicated altitude. Use the following
guidelines to help estimate correct altitude for nonstandard conditions:

•

Temperatures WARMER than standard can cause GPS
altitude to read HIGHER than indicated altitude.

•

Pressures LOWER than standard can cause GPS
altitude to read HIGHER than indicated altitude.

IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
5. Use SENSOR REVERSION to select most accurate ADC on
both PFDs.
6. Land as soon as practical.
IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
5. Land as soon as practical. Consider diversion to visual
conditions.
6. Maintain altitudes based on LOWEST indicated altitude.
7. ATC . . . . . . . . . . . ADVISE (of inability to verify correct altitude)
8. If unable to descend into visual conditions, plan ILS approach
with course intercept well outside the Final Approach Fix (FAF).
9. Once glideslope is captured, determine most accurate altitude
source when crossing FAF.
(Continued Next Page)

3-54

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

ALTITUDE MISCOMPARE
INDICATION PFD) (Continued)

(Amber

ALT

MISCOMP

10. Reference ILS Decision Height to most accurate altimeter based
on FAF crossing.
WARNING

TAWS alerts are based on GPS altitude and position
information and are independent of ADC data. If a
TAWS alert is received, it should be considered
valid and appropriate terrain avoidance action
should be taken.

AIRSPEED MISCOMPARE
INDICATION PFD)

(Amber

IAS

MISCOMP

1. Pilot and Copilot Airspeed . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Airspeed Indicator)
WARNING

The Standby Airspeed Indicator uses the same
Pitot-Static sources as the pilot’s side air data
computer (ADC1). Do not use Standby Airspeed
Indicator as sole source in determining correct
airspeed.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-55

SECTION 3
ABNORMAL PROCEDURES

AIRSPEED MISCOMPARE
INDICATION PFD) (Continued)

CESSNA
MODEL 208B G1000

(Amber

IAS

MISCOMP

IF STANDBY AIRSPEED AND COPILOT PFD AGREE (PILOT PFD
DIFFERS)
2. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . PRESS
3. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
4. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)
IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT PFD
DIFFERS)
2. Pilot and Copilot ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . NOTE
IF ALTITUDES AGREE
3. Airspeed . . . . . . . . . 120 KIAS MINIMUM (on slowest indicator)
4. Monitor all three airspeed indicators during changes in power
setting or altitude to determine which indicators are inaccurate.
Indications of inaccurate airspeed include:
a. No change in indicated airspeed when power changed and
altitude maintained.
b. Indicated airspeed increases when climbing or decreases
when descending.
5. Use SENSOR REVERSION to select most accurate ADC on the
affected PFD.
6. Airspeed . . . . . . . . . . . . . . . . . . . RESUME NORMAL SPEEDS
IF ALTITUDES DO NOT AGREE
3. Refer to Abnormal Procedures, ALT MISCOMP procedure to
determine most accurate ADC.

3-56

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

PITCH/ROLL/HEADING MISCOMPARE (Amber PIT/ROLL/
HDG MISCOMP INDICATION PFD)
This message is displayed when the G1000 detects a difference
between the pilot’s and copilot’s attitude or heading information
(displayed in the upper right of the PFD). Refer to GARMIN G1000
Cockpit Reference Guide for additional information.
PITCH OR ROLL MISCOMP INDICATION
1. Refer to STANDBY ATTITUDE indicator to determine which
AHRS is providing the most accurate data.
2. Use SENSOR REVERSION to select the most accurate AHRS
on the affected PFD.
HEADING MISCOMP
1. Refer to Magnetic Compass to determine which AHRS is
providing the most accurate heading information.
2. Use SENSOR REVERSION to select the most accurate AHRS
on the affected PFD.
NOTE
The magnetic compass is influenced by air conditioning. It
must be turned OFF prior to referencing magnetic compass
heading then may be reselected ON.

FAA APPROVED
208BPHBUS-01

U.S.

3-57

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

DISPLAY UNIT FAILURE
This is indicated by a complete loss of image on a display. If only
individual elements of the display are failed, refer to appropriate
procedures for the individual failures.
IF PFD
1. DISPLAY BACKUP Button . . . . . . . . . . . . . PRESS (if required)
Flight and EICAS information are displayed on the MFD.
NOTE
The PFD CDI SYNC and BARO SYNC settings must be ON
to allow the copilot’s PFD controls to affect settings on the
MFD. These settings are accessible using the PFD MENU
button.
2. Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRANSFER
((XFR button) to operating PFD)
3. FD Modes/AUTOPILOT . . . . . . RESELECT and REENGAGE
(as required)
4. Transponder . . . . . . . . . . . SWITCH (to operating transponder)
5. COM and NAV Radios. . . . . . . . . . . . . . . . . . . . . . . . . SWITCH
(to operating Com and Nav radios)
6. PFD Controls. . . . . . . . . . . . . . . . . . . . . USE OPERATING PFD
(for required data entry (Com, Nav, Baro setting, etc.)
IF MFD
1. Either DISPLAY BACKUP Button . . . . . . . . . . . . . . . . . PRESS
(EIS info will be displayed on PFDs)

3-58

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

DUAL GPS FAILURE (Amber “DR” OR “LOI” ON HSI
INDICATION PFD)
IF ALTERNATE NAVIGATION SOURCES (ILS, LOC, VOR, DME,
ADF) ARE AVAILABLE
1. Navigation. . . . . . . . . . . . . . . . . . USE ALTERNATE SOURCES
IF NO ALTERNATE NAVIGATION SOURCES ARE AVAILABLE
Dead reckoning (DR) mode active when the airplane is greater than 30
nautical miles from the destination airport.
1. Navigation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
(the airplane symbol and magenta course
line on the map display)
WARNING

•

All information normally derived from GPS turns
amber. All of this information will become more
inaccurate over time.

•

TAWS is inoperative.
NOTE

•

DR mode uses heading, airspeed, and the last known
GPS position to estimate the airplane’s current position.

•

All maps with an airplane symbol show a ghosted
airplane and a “DR” label.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-59

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

DUAL GPS FAILURE (Amber “DR” OR “LOI” ON HSI
INDICATION PFD) (Continued)
Loss of integrity (LOI) mode - active when the airplane is within 30
nautical miles of the destination airport (as calculated from the previous
GPS or DR position).
1. Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLY
(towards known visual conditions or
available terminal navigation sources)
Use ATC or other information sources as possible.
NOTE

•

All information derived from GPS or DR is removed from
the displays.

•

The airplane symbol is removed from all maps. The map
will remain centered at the last known position. “NO GPS
POSITION” is shown in the center of the map.

•

TAWS are inoperative.

AUDIO PANEL FAILURE
Audio panel failure may be indicated by a GMA FAIL Garmin System
Message or the inability to communicate using the audio panel. This
failure may also be accompanied by the loss of some aural warnings
such as Altitude Alert, Autopilot Disconnect, TAWS, and Traffic alerts.
1. AUDIO Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
2. COM Radio . . . . . . . . . . . USE COM1 FOR COMMUNICATION
NOTE
In the event of an audio panel failure, a fail-safe circuit
connects the pilot’s headset directly to the COM 1 radio.
The speakers will be inoperative.

3-60

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

LOSS OF RADIO TUNING FUNCTIONS
1. COM Frequency Toggle Button
(affected PFD) . . . . . . PRESS AND HOLD (for 2 seconds)
NOTE
This procedure will tune the active COM field to the
emergency frequency 121.5. Certain failures of the tuning
system will automatically tune 121.5 without pilot action.

TRANSPONDER FAILURE
1. TRANSPONDER . . . . . . . . . . . . . . . . . . . SELECT OPPOSITE
a. PFD XPDR Softkey . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
b. XPDR1 or XPDR2 Softkey . . . . . . . . . . . . . . . . . . . . PRESS
(to select opposite transponder)
2. XPDR1 or XPDR2 Circuit Breaker (affected side) . . . . . . PULL
NOTE
The second transponder is an option on the 208.

FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL
SPEED (Red "X" ON PFD AIRSPEED, ALTITUDE, AND/OR
VERTICAL SPEED INDICATORS)
This indicates a loss of valid air data system information to the
respective system.
IF BOTH SIDES
1. Airspeed and Attitude . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(using standby instruments)
2. Land as soon as practical.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-61

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL
SPEED (Red "X" ON PFD AIRSPEED, ALTITUDE, AND/OR
VERTICAL SPEED INDICATORS) (Continued)
IF ONE SIDE ONLY
1. Affected PFD SENSOR Softkey . . . . . . . . . . . . . . . . . . PRESS
2. Affected PFD ADC1/2 Softkey . . SELECT (opposite side ADC)
3. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(BOTH ON ADC1 or 2 is displayed on both PFDs)

FAILED ATTITUDE AND/OR HEADING (ATTITUDE FAIL
AND/OR RED "X" OVER HEADING DISPLAY ON PFD)
IF BOTH SIDES
1. Attitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(using standby attitude gyro)
NOTE
Turn off air conditioner to reference Magnetic Compass.
2. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(using magnetic compass)
3. Land as soon as practical.
(Continued Next Page)

3-62

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

FAILED ATTITUDE AND/OR HEADING (ATTITUDE FAIL
AND/OR Red "X" OVER HEADING DISPLAY ON PFD)
(Continued)

NOTE

•

The autopilot will disconnect and may not be reengaged.

•

Reference the GPS track on MFD/PFD map to improve
situational awareness. GPS will continue to display
correct GPS based map, position, and track.

•

Air conditioner will affect the magnetic compass.

IF ONE SIDE ONLY
1. Standby Attitude Gyro. . . . . . . . . . . . . . . . . . . . . . . . MONITOR
2. Affected PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . PRESS
3. Affected PFD AHRS 1/2 softkey . . . . . . . . SELECT OPPOSITE
SIDE AHRS
4. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” is displayed on both PFDs)
NOTE
The autopilot will disconnect and may not be re-engaged.

FAA APPROVED
208BPHBUS-01

U.S.

3-63

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

LOSS OF NAVIGATION DATA (LATERAL DEVIATION BAR
NOT PRESENT AND/OR GLIDESLOPE INDEX CLEARS)
This indicates a loss of data from the selected NAV source. Refer to
GARMIN G1000 Cockpit Reference Guide for additional information.
1. Opposite NAV Source . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
2. PFD HSI Displays . . . . . . . . . . . . . . . . . CONFIRM OPPOSITE
(LOC1/LOC2” or “VOR1/VOR2 is displayed on both PFDs)

INACCURATE OVERSPEED WARNING
Indicated by overspeed warning tone sounding when airspeed is below
the limit speed.
1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK
(with opposite PFD)
2. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . REDUCE (as required)
IF BOTH AIRSPEEDS INDICATE BELOW VMO AND TONE STILL
SOUNDS
3. AIR SPEED Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . PULL
(fifth row, eighth breaker from aft)
4. Land as soon as practical.
IF AIRSPEEDS DO NOT AGREE
3. Refer to IAS MISCOMP procedure.

3-64

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

INACCURATE FLIGHT DIRECTOR DISPLAY
Indicated by one or both flight directors commanding attitude contrary
to intended flight path.
1. AP/TRIM DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2. Attitude . . . . . . . . . . . . . . . . . . . . CROSS CHECK BOTH PFDs
(with the Standby Attitude Indicator)
3. Flight Director Modes . . . . . . . . . . . . . RESELECT (as desired)
NOTE
If continued use of the flight director is desired, it is
recommended that only basic modes (i.e., ROL and PIT) be
selected initially. If this proves satisfactory, HDG and ALT
may then be selected. Make sure navigation systems are
set up correctly prior to attempting to engage NAV mode.
4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . ENGAGE AS DESIRED
(if flight director commands are appropriate)

BOTH ON ADC1/2
1. PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . PRESS on PFD
(displaying data from opposite side ADC)
2. PFD ADC1/2 softkey. . . . . . . . . . . . . . SELECT ON-SIDE ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)
3. PFD Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC1 or 2” message clears on both PFDs)

FAA APPROVED
208BPHBUS-01

U.S.

3-65

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

BOTH ON AHRS 1/2
1. PFD SENSOR softkey. . . . . . . . . . . . . . . . . . . . PRESS on PFD
(displaying data from opposite side AHRS)
2. PFD AHRS 1/2 softkey . . . . . . . . . . . SELECT ON-SIDE AHRS
(AHRS 1 for Pilot PFD, AHRS2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” message clears on both PFDs)

BOTH ON GPS1/2
1. GPS Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Select MFD . . . . . . . . . . . . . . . . AUX-GPS STATUS PAGE
b. Select GPS1 then GPS2 softkeys and verify sufficient
satellite reception.

XSIDE ADC
1. Either PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . . PRESS
2. PFD ADC1/2 softkey . . . . . . . . . . . . . . SELECT ON-SIDE ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC1 or 2” message displays on both PFDs)
4. Repeat procedure on opposite PFD.
5. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC1 or 2” message clears on both PFDs)

XSIDE AHRS
1. Either PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . . PRESS
2. PFD AHRS 1/2 softkey . . . . . . . . . . . SELECT ON-SIDE AHRS
(AHRS 1 for Pilot PFD, AHRS2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” message displays on both PFDs)
4. Repeat procedure on opposite PFD.
5. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” message clears on both PFDs)

3-66

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

MULTI-FUNCTION DISPLAY FAN FAILED (White MFD FAN
FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker . . . . . . . . . . . . . . . CHECK IN

PRIMARY FLIGHT DISPLAY 1 FAN FAILED (White PFD1
FAN FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker . . . . . . . . . . . . . . . CHECK IN

PRIMARY FLIGHT DISPLAY 2 FAN FAILED (White PFD 2
FAN FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker . . . . . . . . . . . . . . . CHECK IN

DOORS
UPPER HALF OF CARGO DOOR OR UPPER HALF OF
PASSENGER AIRSTAIR DOOR OPEN (Amber DOOR
UNLATCHED CAS MSG)
1. Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 100 KIAS
2. WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
Wing downwash with flaps extended will move the doors near
their normally closed position.
3. If available or practical, have a second crew member go aft to
close and latch door.
4. SEAT BELT/NO SMOKE Light . . . . . . . . . . . . . . . . . . . . . . . ON
5. If landing is required with door open:
a. Approach and Landing . . . . . . . . . . . . . . . . . . . . . NORMAL

FAA APPROVED
208BPHBUS-01

U.S.

3-67

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

LOWER HALF OF PASSENGER AIRSTAIR DOOR OPEN
1.
2.
3.
4.
5.

Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 100 KIAS
Flight Controls . . . . . . . . . . MANEUVER (for return for landing)
WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
Landing . . . . . . . SLIGHTLY TAIL LOW (avoid nose high flare)

RIGHT OR LEFT CREW DOORS OPEN
1. Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 125 KIAS
2. Door . . . . . . . . . . . . . . . . . . . . . . . PULL CLOSED and LATCH

CARGO POD DOOR(S) OPEN
1. Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 125 KIAS
2. Land . . . . . . . . . . . . . . . . . . . . . . . AS SOON AS PRACTICAL
a. Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
b. Landing . . . . . . . . . . . . . . . . AVOID A NOSE HIGH FLARE

ELECTRICAL
STARTER CONTACTOR DOES NOT DISENGAGE AFTER
START (Amber STARTER ON CAS MSG)
1. Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. External Power Unit . . . . . . . . . . . . . . OFF, then DISENGAGE
3. Fuel Condition Lever. . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
4. Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

GENERATOR LOAD ABOVE LIMIT (Amber GENERATOR
AMPS CAS MSG)
1. GEN AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If amperes are above limit:
2. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

ALTERNATOR LOAD ABOVE LIMIT (Amber ALTNR AMPS
CAS MSG)
1. ALT AMPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If amperes are above limit:
2. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

3-68

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

STANDBY POWER INOPERATIVE (Amber STBY PWR
INOP CAS MSG)
1. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . CHECK ON
IF CAS MESSAGE REMAINS:
2. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . OFF, THEN ON
NOTE
If the STBY ALT PWR CAS MSG remains, the alternator
system may still be operational. A bus voltage surge may
have temporarily tripped the ACU (alternator control unit).
The ACU can be restored by cycling the STBY ALT PWR
Switch.
IF CAS MESSAGE STILL REMAINS:
3. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Complete flight using generator power only. Avoid icing conditions.

STANDBY POWER ON (White STBY PWR ON CAS MSG)
NOTE

•

During ground operations with CONDITION Lever at
LOW IDLE, it is possible that a generator underspeed
condition may occur allowing the standby alternator to
automatically assist with the electrical load. In this case
advance the CONDITION Lever to HIGH IDLE to
increase engine speed and bring the generator online.

•

The Standby Alternator Power may have automaticaly
turned on due to a failure of antoher system. Address
any Red or Amber CAS MSGs that are present.

FAA APPROVED
208BPHBUS-01

U.S.

3-69

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE
GEAR BOX CONTAMINATION (Amber CHIP DETECT CAS
MSG)
1. Engine Indications . . . . . . . . . . . . . . . . CAREFULLY MONITOR
(for abnormal oil pressure,
oil temperature or power indications)
CAUTION

•

If engine indications are normal, proceed to
destination and determine cause of Amber CHIP
DETECT CAS MSG prior to next flight.

•

If engine indications confirm Amber CHIP DETECT
CAS MSG, proceed in accordance with Engine
Failures checklists or at the discretion of the pilot and
consistent with safety, continue engine operation in
preparation for an emergency landing as soon as
possible.

IGNITION ON (White IGNITION ON CAS MSG)
1. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
IF CONDITIONS WARRANT:
2. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

FLIGHT CONTROLS
ASYMMETRIC FLAP EXTENSION OR SUDDEN FLAP
RETRACTION ON ONE SIDE
1.
2.
3.
4.

Apply aileron and rudder to stop the roll.
WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Airspeed . . . . . . . . . . . . . . . . SLOW to 100 KIAS (or less)
If both flaps retract to a symmetrical setting:
a. Plan a flaps up landing.
b. Refer to Section 5 (notes above landing performance tables)
for increase in approach speed and landing distance.
5. If both flaps cannot be retracted to a symmetrical setting:
a. Land as soon as practical.
b. Maintain a minimum airspeed of 90 KIAS on the approach
and avoid a nose high flare on landing.

3-70

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

FLAPS FAIL TO EXTEND OR RETRACT
1. FLAP MOTOR and STBY FLAP MOTOR
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN
2. If flaps still fail to extend or retract:
a. Guarded and Safetied STBY FLAP MOTOR Switch
(Overhead) . . . . . . . . . . . . MOVE GUARD, BREAKING
SAFETY WIRE, AND POSITION SWITCH TO STBY
b. Guarded and Safetied STBY FLAP MOTOR UP/ DOWN
Switch (Overhead. . . . . . . . . . . . . . . . . . . . MOVE GUARD,
BREAKING SAFETY WIRE, AND
POSITION SWITCH UP OR DOWN
Hold switch until flaps reach desired position, except release
switch before flaps reach full up or full down travel.
CAUTION

With the standby flap system in use, limit switches
which normally shut off the primary flap motor when
reaching the flap travel limits are electrically inactivated.
Therefore, the pilot must release the standby flap motor
up/down switch before the flaps reach their travel limit
to prevent overloading and damage to the flap system.
3. Guarded STBY FLAP MOTOR Switch . . . . . . . LEAVE in STBY
(until maintenance action can be accomplished)

FAA APPROVED
208BPHBUS-01

U.S.

3-71

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

FUEL
AUXILIARY FUEL BOOST PUMP ON (Amber FUEL BOOST
ON CAS MSG)
1. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
IF CONDITIONS DO NOT WARRANT ITS USE:
2. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

LOSS OF FUEL PRESSURE (Amber FUEL PRESS LOW
CAS MSG)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . BOTH ON
2. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. If FUEL PRESS LOW CAS MSG extinguishes:
a. Carefully monitor fuel quantity and cabin odor for evidence
of a fuel leak.
b. Land as soon as practical and determine cause for motive
flow failure before next flight.
5. If FUEL PRESS LOW CAS MSG and FUEL BOOST ON CAS
MSG are illuminated:
a. Carefully monitor engine indications for sign of fuel
starvation.
b. Land as soon as possible.

FUEL LEVEL LOW (Amber L, R, L-R FUEL LOW CAS
MSG(S))
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
2. Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Maximum 200 pounds imbalance.

3-72

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

ICE AND RAIN PROTECTION
PITOT/ STATIC HEAT FAILURE (Amber L, R OR L-R P/S
HEAT CAS MSG)
1. PITOT HEAT Circuit Breakers (L and R) . . . . . . . . . CHECK IN
If ice begins to form near the static port of the left pitot/static tube (from
compensation ring to aft end of tube) or if amber IAS MISCOMP and/ or
ALT MISCOMP CAS messages are displayed on the pilot's PFDs:
2. Pilot and Copilot Airspeed . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Airspeed Indicator)
WARNING

The Standby Airspeed Indicator uses the same
pitot-static sources as the pilot’s side air data
computer (ADC1). Do not use Standby Airspeed
Indicator as sole source in determining correct
airspeed.
3. Autopilot . . . . . . . . . . . . . . . . DISENGAGE (altitude hold mode)
4. ALT STATIC AIR . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL ON
NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.
IF STANDBY AIRSPEED AND COPILOT PFD AGREE (PILOT PFD
DIFFERS)
2. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . . . PRESS
3. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
4. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)
If ice begins to form near the pitot port (forward end) of the pitot/ static
tube:
IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT PFD
DIFFERS)
2. Pilot and Copilot Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTE
(Continued Next Page)
FAA APPROVED
208BPHBUS-01

U.S.

3-73

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

PITOT STATIC HEATER FAILURE (Amber L, R OR L-R P/S
HEATER CAS MSG) (Continued)
IF ALTITUDES AGREE
1. Airspeed . . . . . . . . . 120 KIAS MINIMUM (on slowest indicator)
2. Monitor all three airspeed indicators during changes in power
setting or altitude to determine which indicators are inaccurate.
Indications of inaccurate airspeed include:
a. No change in indicated airspeed when power changed and
altitude maintained.
b. Indicated airspeed increases when climbing or decreases
when descending.
3. Use SENSOR REVERSION to select most accurate ADC on the
affected PFD.
4. Airspeed . . . . . . . . . . . . . . . . . . . RESUME NORMAL SPEEDS
IF ALTITUDES DO NOT AGREE (Amber ALT MISCOMP
INDICATION PFD)
1. Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
(both pilot and copilot have the correct altimeter setting)
IF ANNUNCIATION DOES NOT CLEAR
2. Pilot and Copilot Altitude . . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Altimeter)
WARNING

The Standby Altimeter uses the same static
sources as the pilot’s side air data computer
(ADC1). Do not use Standby Altimeter as sole
source in determining correct altitude.
IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT PFD
DIFFERS)
3. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . PRESS
4. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
5. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)
(Continued Next Page)

3-74

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

PITOT STATIC HEATER FAILURE (Amber L, R OR L-R P/S
HEATER CAS MSG) (Continued)
IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD
DIFFERS)
1. Autopilot . . . . . . . . . . . . . . . . DISENGAGE (altitude hold mode)
2. ALT STATIC AIR . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL ON
NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.
IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD
STILL DIFFERS)
3. Compare indicated altitude to GPS altitude on MFD AUX-GPS
STATUS page to aid in determining which primary system is
most accurate.

•

When comparing indicated altitude to GPS altitude,
deviations from standard temperature or pressure can
cause indicated altitude to deviate from GPS altitude.
These errors are largest at high altitude and can amount
to over 2,500 feet under some conditions. However,
below 10,000 feet with the correct local altimeter setting
set, GPS altitude will usually be within 600 feet or better
of the correct indicated altitude. Use the following
g u id e l i n e s to h e l p e st im a te correct altitude for
nonstandard conditions:

•

Temperatures WARMER than standard can cause GPS
altitude to read HIGHER than indicated altitude.

•

Pressures LOWER than standard can cause GPS
altitude to read HIGHER than indicated altitude.

IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
4. Use SENSOR REVERSION to select most accurate ADC on
both PFDs.
Land as soon as practical.
(Continued Next Page)

FAA APPROVED
208BPHBUS-01

U.S.

3-75

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

PITOT STATIC HEATER FAILURE (Amber L, R OR L-R P/S
HEATER CAS MSG) (Continued)
IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
1. Land as soon as practical. Consider diversion to visual
conditions.
2. Maintain altitudes based on LOWEST indicated altitude.
3. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
(of inability to verify correct altitude)
4. If unable to descend into visual conditions, plan ILS approach
with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope is captured, determine most accurate altitude
source when crossing FAF.
6. Reference ILS Decision Height to most accurate altimeter based
on FAF crossing.
WARNING

TAWS alerts are based on GPS altitude and position
information and are independent of ADC data. If a
TAWS alert is received, it should be considered
valid and appropriate terrain avoidance action
should be taken.

3-76

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

STALL HEAT FAILURE (Amber STALL HEAT CAS MSG)
If ice is observed forming on the stall warning vane or its mounting
plate:
1. STALL WARN Circuit Breaker . . . . . . . . . . . . . . . . . . . CHECK
(verify circuit breaker is IN)
CAUTION

With continued ice buildup, expect no stall warning horn
during slow speed operation. The autopilot will not
automatically disconnect during a stall with out the stall
warning vane working properly.
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
NOTE
Do not rely on the stall warning system. Maintain airspeed
in accordance with the minimum speed for icing conditions
in Section 2, Limitations of this supplement.

MISCELLANEOUS
EMERGENCY DESCENT PROCEDURES
ROUGH AIR
1.
2.
3.
4.
5.

Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . MAX (full forward)
WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Weights and Airspeed:
8750 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 KIAS
7500 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 KIAS
6250 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 KIAS
5000 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 KIAS

SMOOTH AIR
1.
2.
3.
4.
5.

Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . MAX (full forward)
WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 KIAS

FAA APPROVED
208BPHBUS-01

U.S.

3-77

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

EXPANDED ABNORMAL
ELEVATOR MISTRIM
Indicates a mistrim of the elevator while the autopilot is engaged. The
autopilot will normally trim automatically as required. However, during
rapid acceleration, deceleration, or configuration changes, momentary
illumination of this message may occur accompanied by minor
fluctuations in the flight path. If the autopilot is disconnected while this
message is displayed, high elevator control forces are possible. In the
event of a sustained illumination, the following procedure should be
followed:

ALTITUDE MISCOMPARE
This message is displayed when the G1000 detects a difference of 200
feet or greater between the pilot’s and copilot’s altitude information
(displayed in the upper right of the PFD). Refer to GARMIN G1000
Cockpit Reference Guide for additional information.

AIRSPEED MISCOMPARE
This message is displayed when the G1000 detects a difference of 7
KIAS or greater between the pilot’s and copilot’s airspeed information
(10 KIAS difference during takeoff or landing roll). Refer to GARMIN
G1000 Cockpit Reference Guide for additional information.

DUAL GPS FAILURE
When both GPS receivers are inoperative, the G1000 system will enter
one of two modes: Dead Reckoning mode (DR) or Loss Of Integrity
mode (LOI). The mode is indicated on the HSI by an amber “DR” or
“LOI”. Which mode is active depends on the distance from the
destination airport in the active flight plan.

TRANSPONDER FAILURE
Transponder failure may be indicated by a red “X” across the
transponder display or failure of the transponder to accept codes or
mode changes from the PFD.

3-78

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 3
ABNORMAL PROCEDURES

FAILED ATTITUDE AND/OR HEADING
This message indicates a loss of pitch, roll, and/or heading information
from AHRS. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information. Interference from GPS repeaters operating
inside nearby hangars can cause an intermittent loss of attitude and
heading displays while the aircraft is on the ground. This is usually
accompanied by a BOTH ON GPS1/2 message. Moving the aircraft
more than 100 yards away from the source of the interference should
alleviate the condition.

BOTH ON ADC1/2
This message is displayed on both PFDs and indicates that both pilot’s
and copilot’s PFDs are displaying data from the same Air Data
Computer. Normally the pilot’s side displays ADC1 and the copilot’s
side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference
Guide for additional information.

BOTH ON AHRS 1/2
This message is displayed on both PFDs and indicates that both pilot’s
and copilot’s PFDs are displaying data from the same Attitude Heading
Reference System. Normally the pilot’s side displays AHRS 1 and the
copilot’s side displays AHRS 2. Refer to GARMIN G1000 Cockpit
Reference Guide for additional information.

XSIDE ADC
This message is displayed on both PFDs and indicates that both PFDs
are displaying data from the opposite side Air Data Computer. Normally
the pilot’s side displays ADC1 and the copilot’s side displays ADC 2.
Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.

FAA APPROVED
208BPHBUS-01

U.S.

3-79

SECTION 3
ABNORMAL PROCEDURES

CESSNA
MODEL 208B G1000

XSIDE AHRS
This message is displayed on both PFDs and indicates that both PFDs
are displaying data from the opposite side Attitude Heading Reference
System. Normally the pilot’s side displays ADC1 and the copilot’s side
displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.

MULTI-FUNCTION DISPLAY FAN FAILED
An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 1 FAN FAILED
An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 2 FAN FAILED
An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

INADVERTENT OPENING OF AIRPLANE DOORS IN
FLIGHT
If any of the airplane doors should inadvertently open in flight, the
airplane should be slowed to 125 KIAS or less to reduce buffeting of the
doors. If the upper cargo door is open, slow to 100 KIAS or less and
lower flaps to full down so that wing downwash will move the door
towards its normally closed position. Closing the upper cargo door (or
upper half of the passenger door on the Standard 208B) can be
accomplished after airspeed has been reduced by pulling the door
forcefully closed and latching the door. If the door cannot be closed in
flight, a landing should be made as soon as practical in accordance
with the checklist procedures. On Cargo Versions, an open cargo door
cannot be closed in flight since the inside of the upper door has no
handle.
If any cargo pod doors inadvertently open in flight, the airplane should
be slowed to 125 KIAS or less and landed as soon as practical. During
the landing, avoid a nose-high flare to prevent dragging an open rear
cargo pod door on the runway.

3-80

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

NORMAL PROCEDURES
Table of Contents
Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Speeds for Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
CHECKLIST PROCEDURES
Preflight Inspection Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Cabin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Left Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Left Wing, Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Left Wing, Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Measured Fuel Depth vs. Fuel Quantity . . . . . . . . . . . . . . . . . . . 4-11
Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Right Wing, Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Right Wing, Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Starting Engine (Battery Start) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Starting Engine (External Power Start) . . . . . . . . . . . . . . . . . . . . . . 4-20
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Short Field Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Type II, Type III or Type IV Anti-ice Fluid Takeoff . . . . . . . . . . . . 4-26
Enroute Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Cruise Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Maximum Performance Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
Normal Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
(Continued Next Page)
FAA APPROVED
208BPHBUS-00

U.S.

4-1

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

Table of Contents (Continued)
Page

After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shutdown and Securing Airplane . . . . . . . . . . . . . . . . . . . . . . . . . .
AMPLIFIED PROCEDURES
Preflight Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Clearing Procedures (Dry Motoring Run). . . . . . . . . . . . . .
Engine Ignition Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine INERTIAL SEPARATOR Procedures . . . . . . . . . . . . . . . . .
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Taxiing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wing Flap Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Short Field Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type II, Type III or Type IV Anti-Ice Fluid Takeoff . . . . . . . . . . .
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Enroute Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sample Cruise Performance Table . . . . . . . . . . . . . . . . . . . . . .
Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
After Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cold Weather Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Compressor Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-2

U.S.

4-31
4-32
4-33
4-34
4-36
4-39
4-40
4-40
4-41
4-42
4-43
4-44
4-44
4-44
4-44
4-45
4-45
4-45
4-47
4-48
4-50
4-51
4-51
4-51
4-52
4-52
4-53
4-53
4-53
4-54
4-54

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct
of normal operation. Normal procedures associated with optional
systems can be found in Section 9.
WARNING

There is no substitute for proper and complete
preflight planning habits and their continual review
in
minimizing
emergencies.
Become
knowledgeable of hazards and conditions which
represent potential dangers, and be aware of the
capabilities and limitations of the airplane.

AIRSPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum
weight of 8750 pounds for takeoff and 8500 pounds for landing and
may be used for any lesser weight. However, to achieve the
performance specified in Section 5 for takeoff distance, climb
performance, and landing distance, the speed appropriate to the
particular weight must be used.

TAKEOFF:
Normal Climb, Flaps 20° . . . . . . . . . . . . . . . . . . . . . . . . 85-95 KIAS
Short Field Takeoff, Flaps 20°, Speed at 50 Feet . . . . . . . . 83 KIAS
Type II, Type III or Type IV Anti-ice Fluid Takeoff (Flaps UP)83 KIAS

ENROUTE CLIMB, FLAPS UP:
Cruise Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-120 KIAS
Best Rate of Climb, Sea Level to 10,000 Feet . . . . . . . . . 104 KIAS
Best Rate of Climb, 20,000 Feet . . . . . . . . . . . . . . . . . . . . . 87 KIAS
Best Angle of Climb, Sea Level to 20,000 Feet . . . . . . . . . 72 KIAS

LANDING APPROACH:
Normal Approach, Flaps UP . . . . . . . . . . . . . . . . . . . 100-115 KIAS
Normal Approach, Flaps FULL . . . . . . . . . . . . . . . . . . . 75-85 KIAS
Short Field Approach, Flaps FULL . . . . . . . . . . . . . . . . . . . 78 KIAS
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-3

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

AIRSPEEDS FOR NORMAL OPERATION (Continued)
BALKED LANDING:
Takeoff Power, Flaps 20° . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS

MAXIMUM
RECOMMENDED
PENETRATION SPEED:

TURBULENT

AIR

8750 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7500 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6250 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5000 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

148 KIAS
137 KIAS
125 KIAS
112 KIAS

MAXIMUM DEMONSTRATED CROSSWIND VELOCITY:
Takeoff or Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 KNOTS

4-4

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

PREFLIGHT INSPECTION WARNINGS
WARNING

•

•

•

•

•

Visually check airplane for general condition during
walk-around inspection and remove any inlet, exit
or exhaust covers. If cargo pod is installed, check
its installation for security during the walk-around
inspection. Use of a ladder will be necessary to gain
access to the wing for visual checks, refueling
operations, checks of the stall warning and pitot
heat, and to reach outboard fuel tank sump drains.
It is the pilot's responsibility to ensure that the
airplane's fuel supply is clean before flight. Any
traces of solid contaminants such as rust, sand,
pebbles, dirt, microbes, and bacterial growth or
liquid contamination resulting from water, improper
fuel type, or additives that are not compatible with
the fuel or fuel system components must be
considered hazardous. Carefully sample fuel from
all fuel drain locations during each preflight
inspection and after every refueling.
It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or slush
from the wing, tail, control surfaces, propeller
blades, and engine air inlets. Exercise caution to
avoid distorting the vortex generators on horizontal
stabilizer while deicing. To assure complete
removal of contamination, conduct a visual and
tactile inspection of all critical surfaces. Also, make
sure the control surfaces contain no internal
accumulations of ice or debris. If these
requirements
are
not
performed,
aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
Prior to any flight in known or forecast icing
conditions, check that PITOT/ STATIC tube(s) and
STALL warning heaters are warm to touch after
turning PITOT/STATIC and STALL HEAT switches
ON for 30 seconds, then OFF. Make sure the pitot
covers are removed prior to turning PITOT/STATIC
HEAT ON.
If a night flight is planned, check operation of all
lights, and make sure a flashlight is available and
properly stowed.

FAA APPROVED
208BPHBUS-00

U.S.

4-5

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

CHECKLIST PROCEDURES
PREFLIGHT INSPECTION

Figure 4-1

1 CABIN
1.
2.
3.
4.
5.

PITOT/ STATIC Tube Covers . . . . . . . . . . . . . . . . . REMOVED
Pilot's Operating Handbook. . . . . . . . ACCESSIBLE TO PILOT
Garmin G1000 CRG . . . . . . . . . . . . . ACCESSIBLE TO PILOT
Control Locks . . . . . . . REMOVE (disengage RUDDER LOCK)
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(Continued Next Page)

4-6

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

CABIN (Continued)
6. All Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
8. ALT STATIC AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. INERTIAL SEPARATOR T-Handle . . . . . . . . . . . . . . . NORMAL
10. STBY FLAP MOTOR Switch . . . . . . . . . . . . GUARDED NORM
11. OXYGEN SUPPLY PRESSURE (if installed) . . . . . . . . CHECK
12. Oxygen Masks (if installed). . . . . . . . . . . . CHECK AVAILABLE
13. FUEL TANK SELECTOR Valves . . . . . . . . . . . . . . . BOTH ON
(feel against stop)
14. VENTILATION FANS/ AIR CONDITIONING (if installed) . . OFF
15. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . OFF (down)
16. EMERGENCY POWER Lever . . . . . . . . . . . . . . . . . . NORMAL
17. TRIM Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
18. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . ON (push in)
19. CABIN HEAT FIREWALL SHUTOFF Control . . . . . . CHECK IN
20. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(verify deck skin fans audible and airflow from each fan)
21. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
22. PFD 1 . . . . . . . . . . . . . . . . . . . . . . . CHECK (verify PFD 1 - ON)
23. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
24. PFD 2 and MFD . . . . . . . CHECK (verify PFD2 and MFD - ON)
25. FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . CHECK QUANTITY
26. ENGINE Softkey . . . . . . . . . . . . . . . . . . . . . . SELECT SYSTEM
27. SYSTEM Softkey . . . . . . . . . . . . . . . . . . RST FUEL (if desired)
Reset Fuel Totalizer if desired. Select ENGINE Softkey to return to
main page.
28. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . FULL DOWN
29. PITOT/STATIC and
STALL HEAT Switches . . . . . . . . . . ON FOR 30 SECONDS;
THEN OFF
30. AVIONICS No. 1 and No. 2 Switches . . . . . . . . . . . . . . . . . OFF
31. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

FAA APPROVED
208BPHBUS-00

U.S.

4-7

SECTION 4
NORMAL PROCEDURES

2

CESSNA
MODEL 208B G1000

LEFT SIDE
1. WING LIGHT . . . . . . . . . . . . . . . . . . . CHECK (verify condition)
2. Fuel Reservoir Drain (bottom of fuselage
or left side of cargo pod) . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points (see Section 7, Fuel System Schematic for all
nine drain locations) until all contamination has been removed.
NOTE
Properly dispose of samples from all fuel drains. Aviation
turbine fuel will deteriorate asphalt surfaces.
3. Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(check proper tire inflation and condition of gear)
4. Inboard Fuel Tank Sump and External Sump
Quick-Drain Valves . . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.

3 LEFT WING Leading Edge
WARNING

•

It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or
slush from the wing and control surfaces. To
assure complete removal of contamination,
conduct a visual and tactile inspection up to two
feet behind the protected surfaces at one
location along the wing span as a minimum.
Also, make sure the control surfaces contain no
internal accumulations of ice or debris. If these
requirements are not performed, aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
(Continued Next Page)

4-8

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

LEFT WING Leading Edge (Continued)
WARNING

•

Prior to any flight in known or forecast icing
conditions, check that PITOT/STATIC tube(s) and
STALL warning heaters are warm to touch after
turning PITOT/STATIC and STALL HEAT switches
ON for 30 seconds, then OFF. Make sure the pitot
covers are removed prior to turning PITOT/
STATIC HEAT ON.

1. Wing Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
2. Stall Warning Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify freedom of movement, audible warning and warmth)
Ensure the elevator control is off the forward stop in order to
check audible warning.
3. PITOT/ STATIC Tube . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify security, openings for stoppage and warmth)
4. LDG and TAXI/RECOG Lights . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
5. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK
See Measured Fuel Depth vs. Fuel Quantity chart in Section 4.
6. Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
7. Outboard Fuel Tank Sump
Quick-Drain Valve. . . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
8. NAV and STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)

FAA APPROVED
208BPHBUS-00

U.S.

4-9

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

4 LEFT WING Trailing Edge
1. Fuel Tank Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify no obstructions)
2. Aileron and Servo Tab . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
3. Static Wicks (4 total) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition)
4. Spoiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
5. Flap Leading Edge Vortex Generators . . . . . . . . . . . . . CHECK
(verify condition and security)
6. Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)

4-10

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

MEASURED FUEL DEPTH VS. FUEL QUANTITY
Universal XL
Fuel Gage

Fuel Quantity

Generic Fuel
Gage-Inches

Fuel Quantity

Gage Scale

Gallons

Pounds

Inches

Gallons

Pounds

0.50

87.4

585

0.50

88.4

592

0.75

91.1

610

0.75

92.6

621

1.00

94.7

634

1.00

96.7

648

1.25

98.2

658

1.25

100.8

675

1.50

101.8

682

1.50

104.7

702

1.75

105.2

705

1.75

108.6

727

2.00

108.6

727

2.00

112.4

753

2.25

111.9

750

2.25

116.1

778

2.50

115.1

771

2.50

119.7

802

2.75

118.3

793

2.75

123.2

826

3.00

121.5

814

3.00

126.7

849

3.25

124.5

834

3.25

130.1

871

3.50

127.5

855

3.50

133.4

894

3.75

130.5

874

3.75

136.6

915

4.00

133.4

894

4.00

139.7

936

4.25

136.2

912

4.25

142.8

956

4.50

138.9

931

4.50

145.7

976

4.75

141.6

949

4.75

148.6

996

5.00

144.3

966

5.00

151.4

1015

5.25

146.8

984

5.25

154.1

1033

5.50

149.3

1000

5.50

156.8

1050

5.75

151.8

1017

5.75

159.3

1068

6.00

154.1

1033

6.00

161.8

1084

6.25

156.5

1048

6.33

165.0

1105

6.50

158.7

1063

6.75

160.9

1078

7.00

163.0

1092

7.25

165.0

1106

Figure 4-2
FAA APPROVED
208BPHBUS-00

U.S.

4-11

SECTION 4
NORMAL PROCEDURES

5

CESSNA
MODEL 208B G1000

EMPENNAGE
WARNING

It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or slush
from the tail and control surfaces. Exercise caution
to avoid distorting the vortex generators on
horizontal stabilizer while deicing. To assure
complete removal of contamination, conduct a
visual and tactile inspection of all critical surfaces.
Also, make sure the control surfaces contain no
internal accumulations of ice or debris. If these
requirements
are
not
performed,
aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
1. Baggage . . . . . . . . . . . CHECK SECURE (through cargo door)
2. Cargo Door . . . . . . . . . . . . . . . . . . . . CLOSED and LATCHED
3. Horizontal Stabilizer Leading Edge . . . . . . . . . . . . . . . . CHECK
Verify condition, security, and verify 18 vortex generators on the
upper side of each horizontal stabilizer.
4. Control Surfaces and Elevator Trim Tabs . . . . . . . . . . . CHECK
Verify condition, security, freedom of movement and tab
position.
5. Static Wicks (14 total) . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Verify condition and security; verify 4 static wicks per elevator
half, 5 on the rudder, and 1 on the stinger.
6. Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
7. NAV Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
8. Tail Tie-Down. . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
9. Oxygen Filler Door (if installed) . . . . . . . . . . . . . . . . . . SECURE
10. Passenger Entry Door (if installed) . . . . . . . . . . . . . . . . CHECK
(condition and security)

4-12

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

6

RIGHT WING Trailing Edge
1. Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
2. Spoiler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
3. Flap Leading Edge Vortex Generators . . . . . . . . . . . . . CHECK
(verify condition and security)
4. Aileron and Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
5. Static Wicks (4 total) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition)
6. Fuel Tank Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify no obstructions)

7

RIGHT WING Leading Edge
WARNING

•

It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or
slush from the wing and control surfaces. To
assure complete removal of contamination,
conduct a visual and tactile inspection up to two
feet behind the protected surfaces at one
location along the wing span as a minimum.
Also, make sure the control surfaces contain no
internal accumulations of ice or debris. If these
requirements are not performed, aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.

•

Prior to any flight in known or forecast icing
conditions, check that PITOT/ STATIC tube(s)
and STALL warning heaters are warm to touch
after turning PITOT/STATIC and STALL HEAT
switches ON for 30 seconds, then OFF. Make
sure the pitot covers are removed prior to
turning PITOT/STATIC HEAT ON.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-13

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

RIGHT WING Leading Edge (Continued)
1. NAV and STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
2. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK
See Measured Fuel Depth vs. Fuel Quantity chart in Section 4.
3. Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
4. Outboard Fuel Tank Sump Quick-Drain Valve
(if airplane parked with one
wing low on a sloping ramp) . . . DRAIN (using fuel sampler)
Drain to check for water, sediment and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
5. LND and TAXI/ RECOG Lights . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
6. PITOT/ STATIC Tube . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify security, openings for stoppage and warmth)
7. Radome (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
8. Wing Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
9. Inboard Fuel Tank Sump and External Sump
Quick-Drain Valves . . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
10. Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(check proper tire inflation and condition of gear)

4-14

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

8 NOSE
WARNING

It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or slush
from the propeller blades and spinner, and the air
inlets (starter/generator, oil cooler and engine
inlets).
To
assure
complete
removal
of
contamination, conduct a visual and tactile
inspection of all critical surfaces. If these
requirements
are
not
performed,
aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
1. Right Crew Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
2. Exhaust Cover (if installed). . . . . . . . . . . . . . . . . . . . . REMOVE
3. Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(right side of upper cowling for access and
check condition and security)
4. Engine (right side). . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify general condition, security, fuel and oil
leakage and damage to any components)
WARNING

Avoid touching the output connectors or coupling
nuts or ignition excitor with bare hands.
5. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and power cables security)
6. Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition, security, cracks, distortion and damage)
7. Cowling . . . . . . . . . . . . . . . . . . CLOSE and LATCH (right side)
8. Propeller Anchor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
9. Air Inlet Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
10. Air Inlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check starter/generator blast tube opening and oil cooler inlet
(right) and engine induction air inlet (left) for condition,
restrictions, and debris.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-15

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

NOSE (Continued)
11. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Inspect blades for nicks, gouges, looseness of material, erosion
and cracks. Also, inspect blades for lightning strike (darkened
area near tips), boots for security, condition and evidence of
grease and oil leaks.
12. Propeller Spinner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
13. Nose Wheel Strut and Tire . . . . . . . . . . . . . . . . . . . . . . CHECK
Check condition, red over-travel indicator block and cable intact
(not fallen into view), and proper inflation of tire.
14. Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(left side of upper cowling for access and check condition and
security)
15. Engine (left side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify general condition, security, fuel, no oil leakage, and no
damage to any components)
16. INERTIAL SEPARATOR Bypass Outlet . . . . CHECK CLOSED
(verify duct free of debris)
17. Oil Dipstick/Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check oil level. Check dipstick/ filler cap SECURE. Fill to within
1 1/2 quarts of MAX HOT or MAX COLD (as appropriate) on
dipstick. Markings indicate U.S. quarts low if oil is hot.
WARNING

Make sure the oil dipstick cap is securely latched
down. Operating the engine with less than the
recommended oil level and with the dipstick cap
unlatched will result in excessive oil loss and
eventual engine stoppage.
18. Electrical Power Box Circuit Breakers and Diodes . . . . CHECK
(verify all circuit breakers, including standby
alternators are IN and diodes are clear)
19. Standby Alternator and Belt. . . . . . . . . . . . . CHECK (condition)
20. Fuel Filter . . . . . . . . . . CHECK FUEL FILTER BYPASS FLAG
(for proper location - flush)
(Continued Next Page)

4-16

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

NOSE (Continued)
21. Brake Fluid Reservoir . . . . . . . . . . . . . . . . . . . . CHECK LEVEL
22. Cowling . . . . . . . . . . . . . . . . . . . . CLOSE and LATCH (left side)
23. Fuel Filter Quick-Drain Valve . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
24. Fuel Drain Can . . . . . . . . . . . . . . . . . . . . . . DRAIN (until empty)
25. Fuel Pump Drain Reservoir . . . . . . . . . . . . DRAIN (until empty)

BEFORE STARTING ENGINE
1. Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
(verify weight and balance is checked and tail stand is removed
and stowed)
2. All Key Locking Cabin Doors . . . . . . . . . . . . . . . . . UNLOCKED
(except cargo configured aircraft)
Cargo door can be locked if no passengers occupy cargo
section of airplane.
3. Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
4. Cabin Doors . . . . . . . . . . . . . . . . . LATCHED (check aft doors)
5. Left Crew Door Lock Override Knob and
Right Crew Door Inside Lock . . . . . . . . . . . . . . UNLOCKED
6. PARKING BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(depress brake pedals and pull control out)
7. Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
8. Seats, Seat Belts, Shoulder Harnesses ADJUST and SECURE
(crew seat lock indicator pin(s) extended)
WARNING

Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury in
the event of an accident.
9.
10.
11.
12.
13.
14.

Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN
FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
VENTILATION FANS/ AIR CONDITIONING . . . . . . . . . . . OFF
BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . OFF (down)
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-17

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

BEFORE STARTING ENGINE (Continued)
CAUTION

Leaving the BLEED AIR HEAT Switch ON (up) can
result in a hot start or abnormal acceleration to idle.
15.
16.
17.
18.
19.
20.
21.
22.
23.

CABIN HEAT MIXING AIR Control . . . . . . . . . . . . . . FLT-PUSH
EMERGENCY POWER Lever. . . . . . . . . . . . . . . . . . . NORMAL
POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . MAX (full forward)
FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . ON (push in)
BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
NO SMOKE/SEAT BELT Switches (if installed) . . . . . . . . . . ON
(or as required/ desired)
24. TEST SWITCH . . . . . . . PUSH UP (for FIRE DETECT warning)
PUSH DOWN (for FUEL SELECTOR warning)

STARTING ENGINE (Battery Start)
1.
2.
3.
4.
5.
6.

BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BCN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EIS . . . . . . . . . . . . . CHECK PARAMETERS (verify no red X’s)
BUS VOLTS . . . . . . . . . . . . . . . . . CHECK (24 volts minimum)
EMERGENCY POWER Lever. . . . . NORMAL (full aft position)
(verify EMERG PWR LVR CAS MSG - OFF)
CAUTION

Make sure that the EMERGENCY POWER Lever is in
the NORMAL (full aft) position or an over-temperature
condition will result during engine start.
(Continued Next Page)

4-18

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

STARTING ENGINE (Battery Start) (Continued)
7. Propeller Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
8. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
a. FUEL BOOST ON CAS MSG . . . . . . . . . . . . . . . . . . . . ON
b. FUEL PRESS LOW CAS MSG . . . . . . . . . . . . . . . . . . OFF
c. FFLOW PPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
9. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
a. IGNITION ON CAS MSG . . . . . . . . . . . . . . . . . . . . . . . . ON
b. OIL PSI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABLE (12% minimum)
10. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . LOW IDLE
a. FFLOW PPH . . . . . . . . . . . . . . CHECK (for 90 to 140 pph)
b. ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(1090°C maximum, limited to 2 seconds)
CAUTION

•

If ITT climbs rapidly towards 1090°C, be prepared to
return the FUEL CONDITION Lever to CUTOFF.

•

Under hot OAT and/or high ground elevation
conditions, idle ITT can exceed maximum idle ITT
limitation of 685°C. Increase N g and/or reduce
accessory load to maintain ITT within limits.

11.
12.
13.
14.
15.
16.
17.

c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(verify STARTER ON CAS MSG OFF)
EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOAD
(verify GENERATOR OFF CAS MSG
OFF and BAT AMPS charging)
FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(verify FUEL BOOST ON CAS MSG - OFF)
AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NAV LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Cabin Heating, Ventilating and
Defrosting Controls . . . . . . . . . . . . . . . . . . . . . AS DESIRED

FAA APPROVED
208BPHBUS-00

U.S.

4-19

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

STARTING ENGINE (External Power Start)
(24-28 Volt, Minimum 800 Amp and Maximum 1700 Amp Capacity)
1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. EIS . . . . . . . . . . . . . CHECK PARAMETERS (verify no red X’s)
4. EXTERNAL POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BUS VOLTS . . . . . . . . . . . . . . . . . CHECK (20 volts minimum)
6. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. External Power Unit. . . . . . . . . . . . . . . . . . . ENGAGE; then ON
9. EXTERNAL POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . BUS
CAUTION

Make sure that the EMERGENCY POWER Lever is in
the NORMAL position or an over-temperature condition
will result during engine start.
10.
11.
12.
13.
14.
15.

BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BCN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
BUS VOLTS . . . . . . . . . . . . . . . . . . . . . CHECK (24-28.5 Volts)
EXTERNAL POWER Switch . . . . . . . . . . . . . . . . . . . STARTER
EMERGENCY POWER Lever. . . . . . . . . . . . . . . . . . . NORMAL
(verify EMERG PWR LVR CAS MSG - OFF)
16. Propeller Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
17. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
a. FUEL BOOST ON CAS MSG . . . . . . . . . . . . . . . . . . . . . ON
b. FUEL PRESS LOW CAS MSG. . . . . . . . . . . . . . . . . . . OFF
c. FFLOW PPH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
CAUTION

If the external power unit drops off the line, initiate
engine shutdown.
18. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
a. IGNITION ON CAS MSG . . . . . . . . . . . . . . . . . CHECK ON
b. OIL PSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABLE (12% minimum)
(Continued Next Page)

4-20

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

STARTING ENGINE (External Power Start) (Continued)
19. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . LOW IDLE
a. FFLOW PPH . . . . . . . . . . . . . . CHECK (for 90 to 140 pph)
b. ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(1090°C maximum, limited to 2 seconds)
CAUTION

•

If ITT climbs rapidly towards 1090°C, be prepared to
return the FUEL CONDITION Lever to CUTOFF.

•

Under hot OAT and/or high ground elevation
conditions, idle ITT can exceed maximum idle ITT
limitation of 685°C. Increase N g and/or reduce
accessory load to maintain ITT within limits.

20.
21.
22.
23.
24.
25.
26.
27.
28.

c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(verify STARTER ON CAS MSG - OFF)
EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL
EXTERNAL POWER Switch. . . . . . . . . . . . . . . . . . . . . . . . OFF
External Power Unit . . . . . . . . . . . . . . OFF, then DISENGAGE
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOAD
(verify GENERATOR OFF CAS MSG
OFF and BAT AMPS charging)
FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(verify FUEL BOOST ON CAS MSG - OFF)
AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
NAV LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
Cabin Heating, Ventilating and
Defrosting Controls . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

FAA APPROVED
208BPHBUS-01

U.S.

4-21

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

TAXIING
1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOTE
Propeller BETA range can be used during taxi with
minimum blade erosion up to the point where Ng increases
(against beta range spring) to control taxi speed and
improve brake life.
2. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

BEFORE TAKEOFF
1. PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2. Seats, Seat Belts, Shoulder Harnesses . . . . CHECK SECURE
WARNING

Failure to correctly use seat belts and shoulder
harnesses can result in serious or fatal injury in the
event of an accident.
3. Flight Controls . . . . . . . . . . . . . . . . . . . . . FREE and CORRECT
4. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Altimeters:
a. PFD 1 and 2 BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
b. Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. ALT SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
7. Standby Flight Instruments . . . . . . . . . . . . . . . . . . . . . . CHECK
8. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
9. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
10. FUEL QTY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
11. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . FULLY ON
12. ELEVATOR, AILERON, and RUD TRIM Controls . . . . . . . 3 SET
(for takeoff)
13. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 FT-LBS
a. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
b. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . CHECK
Turn control counterclockwise, pull to BYPASS position and
check torque drop; move control back to NORMAL position
and check that original torque is regained.
c. EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
See Section 2, Limitations for minimum oil temperature
required for flight.
(Continued Next Page)
FAA APPROVED
208BPHBUS-01
4-22
U.S.

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

BEFORE TAKEOFF (Continued)
14. Overspeed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(first flight of the day and after maintenance)
a. PROP RPM Lever . . . . . . . . . . . . . . . . . MAX (full forward)
b. OVERSPEED GOVERNOR
TEST Button . . . . . . . . . . . . . . . . . . . PRESS and HOLD
c. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
(propeller RPM stabilize at 1750 ±60 RPM)
d. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
e. OVERSPEED GOVERNOR TEST Button . . . . . RELEASE
15. Quadrant Friction Lock . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
16. Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(first flight of the day and before all
flights into known icing conditions)
a. ENGINE Softkey. . . . . . . . . . . . . . . . . . . SELECT SYSTEM
b. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. GEN AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOAD
(to approximately 30 amps)
Generator load can be increased by using the TAXI/RECOG
Lights. Do not exceed 60 amps.
d. ALT AMPS . . . . . . . . VERIFY (alternator output near zero)
e. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
f. ALT AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY LOAD
g. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(for alternator output and voltage approximately
one volt less than with generator ON)
NOTE
A fully charged battery will carry part of the electrical load
when initially switching from generator to standby alternator
power because of the generator’s higher voltage regulation.
h. STBY PWR ON CAS MSG . . . . . . . . . . . . . . . CHECK ON
(verify GENERATOR OFF CAS MSG ON)
i. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . RESET
(verify GENERATOR OFF CAS MSG OFF)
j. STBY PWR ON CAS MSG . . . . . . . . . . . . . . CHECK OFF
k. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
(verify STBY PWR INOP CAS MSG ON)
l. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . ON
(Continued Next Page)
FAA APPROVED
208BPHBUS-01

U.S.

4-23

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

BEFORE TAKEOFF (Continued)
17. Manual Electric Pitch Trim (MEPT) . . . . . . . . CHECK and SET
a. Push both sides of trim switch NOSE DOWN (verify correct
trim wheel and pointer movement). Press AP DISC/TRIM
INTER Switch (verify trim wheel stops moving).
b. Push both sides of trim switch NOSE UP (verify correct trim
wheel and pointer movement). Press AP DISC/TRIM INTER
Switch (verify trim wheel stops moving).
c. Verify pilot’s trim switch command overrides copilot’s trim
switch command.
d. Set trim as required within TAKEOFF band.
18. Known Icing System (if installed) . . . PREFLIGHT COMPLETE
(see Systems Checks prior to any flight in icing conditions)
19. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
20. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
21. Avionics and Radar . . . . . . . . . . . . . . . SET FOR DEPARTURE
22. Nav Source . . . . . . . . . . . . . . . . . . . . . SET FOR DEPARTURE
23. XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ALT
24. STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
25. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
26. WING FLAPS Handle . . . . . . . . . . . . . . . . SET FOR TAKEOFF
27. CABIN HEAT MIXING AIR Control . . . . . . . . . . . . . . FLT-PUSH
28. Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
29. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
30. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . HIGH IDLE
(Continued Next Page)

4-24

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

BEFORE TAKEOFF (Continued)
WARNING

•

When ground icing conditions are present, a pretakeoff visual and tactile check should be
conducted by the pilot in command within five
minutes of takeoff, preferably just prior to taxiing
onto the active runway.

•

Takeoff is prohibited with any frost, ice, snow, or
slush adhering to the wings, tail, control
surfaces, propeller blades, or engine air inlets.

•

Even small amounts of frost, ice, snow, or slush
on the wing can adversely change lift and drag.
Failure to remove these contaminants will
degrade airplane performance to a point where a
safe takeoff and climb may not be possible.

•

Make sure that the anti-ice fluid (if applied) is still
protecting the airplane.

TAKEOFF
NORMAL TAKEOFF
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°
2. POWER Lever . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
(observe Takeoff ITT and Ng limits)
Refer to Maximum Engine Torque for Takeoff chart in Section 5.
3. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
4. Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-75 KIAS
5. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85-95 KIAS
6. WING FLAPS Handle
RETRACT to 10° (after reaching 85 KIAS)
RETRACT to UP (after reaching 95 KIAS)
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-25

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

SHORT FIELD TAKEOFF
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
3. POWER Lever. . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
(observe Takeoff ITT and Ng limits)
Refer to Maximum Engine Torque for Takeoff chart in Section 5.
4. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
6. Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
7. Airspeed . . . . . . . . . . . 83 KIAS (until all obstacles are cleared)
Refer to Section 5 for speeds at reduced weights.
8. WING FLAPS Handle
RETRACT to 10° (after reaching 85 KIAS)
RETRACT to UP (after reaching 95 KIAS)

TYPE II, TYPE III OR TYPE IV ANTI-ICE FLUID TAKEOFF
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Power Lever . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
(observe Takeoff ITT and Ng limits)
Refer to Maximum Engine Torque for Takeoff chart in Section 5.
3. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
4. Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 KIAS
5. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 KIAS

ENROUTE CLIMB
CRUISE CLIMB
1. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-120 KIAS
4. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . 1600-1900 RPM
5. INERTIAL SEPARATPOR . . . . . . . . . . . . . . . . . . . . . . . . . . SET
NOTE
To achieve maximum flat rated horsepower, use a minimum
of 1800 RPM.
(Continued Next Page)
4-26

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

CRUISE CLIMB (Continued)
6. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(observe Maximum Climb ITT and Ng limits)
Refer to Maximum Engine Torque for Climb chart in Section 5.
NOTE
Engine operations which exceed 740°C ITT can reduce
engine life.
CAUTION

For every 10° below -30°C ambient temperature,
reduce maximum allowable Ng by 2.2%.

MAXIMUM PERFORMANCE CLIMB
1. Ice Protection (if installed) . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. Airspeed . . . . . . . . . . . 104 KIAS (from sea level to 10,000 feet)
decreasing to 87 KIAS (at 20,000 feet)
4. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 RPM
5. POWER Lever . . . . . . . . . . . . . . . . SET (1865 ft-lbs maximum)
(observe Maximum Climb ITT and Ng limits)
Refer to Maximum Engine Torque for Climb chart in Section 5.
CAUTION

•

Engine operations which exceed 740°C ITT can
reduce engine life.

•

For every 10° below -30°C ambient temperature,
reduce maximum allowable Ng by 2.2%.

FAA APPROVED
208BPHBUS-01

U.S.

4-27

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

CRUISE
1. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . 1600 to 1900 RPM
4. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(observe Maximum Cruise ITT and Ng limits)
Refer to Cruise Performance and/or Cruise Maximum Torque
charts in Section 5.
5. Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(maximum 200 pounds imbalance)
NOTE
Engine operations which exceed 740°C ITT can reduce
engine life.
CAUTION

For every 10° below -30°C ambient temperature,
reduce maximum allowable Ng by 2.2%.

DESCENT
1. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. NO SMOKE/SEAT BELT SIGN Switches (if installed). . . . . . ON
4. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
5. NAV Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
NOTE
The overspeed warning horn and MAXSPD annunciation
will activate when either PFD1 or PFD2 airspeed reaches
greater than 175 KIAS. In addition, the overspeed warning
horn and MAXSPD annunciation may appear prior to 175
KIAS if the aircraft is accelerating at a rate that will rapidly
exceed VMO.
(Continued Next Page)
4-28

U.S.

FAA APPROVED
208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

DESCENT (Continued)
CAUTION

Set PROP RPM Lever at 1900 RPM prior to beginning
any instrument approach procedure.
6. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

BEFORE LANDING
NOTE
Refer to Landing Distance chart in Section 5 for anticipated
ground roll and total distance requirements.
1. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
WARNING

Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury in
the event of an accident.
2.
3.
4.
5.
6.

FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . HIGH IDLE
PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . MAX (full forward)
Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY
AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(before 200 feet AGL on approach or 800 feet AGL)
7. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

LANDING
NORMAL LANDING
1.
2.
3.
4.
5.

WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-85 KIAS
Touchdown . . . . . . . . . . . . . . . . . . . . . . MAIN WHEELS FIRST
POWER Lever . . . . . . . BETA RANGE AFTER TOUCHDOWN
Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

FAA APPROVED
208BPHBUS-01

U.S.

4-29

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

SHORT FIELD LANDING
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 KIAS
Refer to Landing Distance charts in Section 5 for speeds at reduced
weights.
3. POWER Lever. . . . REDUCE to IDLE (after clearing obstacles)
4. Touchdown . . . . . . . . . . . . . . . . . . . . . . MAIN WHEELS FIRST
5. POWER Lever. . . . . . . . BETA RANGE AFTER TOUCHDOWN
NOTE
Use of reverse thrust will reduce the landing roll by
approximately 10% (see Section 5).
6. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
(while holding elevator control full aft)
7. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
(for maximum brake effectiveness)

BALKED LANDING
1. POWER Lever. . . . . . . . . . . . . . . ADVANCE (for takeoff power)
2. WING FLAPS Handle . . . . . . . . . . . . . . . . . . RETRACT to 20°
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS MINIMUM
(until obstacles are cleared)
4. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
(after reaching safe altitude and airspeed)

4-30

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

AFTER LANDING
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Ice Protection (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . OFF
a. PITOT/STATIC HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. STALL HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
c. PROP HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. STBY ALT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. LDG and TAXI/RECOG Lights . . . . . . . . . . . . . . . . . . . . . . SET
6. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . LOW IDLE
(when clear of the runway)
CAUTION

If the FUEL CONDITION Lever is moved past the LOW
IDLE position and the engine N g falls below 53%,
moving the lever back to the LOW IDLE position can
cause an ITT over-temperature condition. If the engine
has started to shutdown in this situation, allow the
engine to complete its shutdown sequence, and
proceed to do a normal engine start using the “Starting
Engine” checklist.

FAA APPROVED
208BPHBUS-01

U.S.

4-31

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

SHUTDOWN AND SECURING AIRPLANE
1. PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2. BLEED AIR HEAT, VENTILATION FANS/ AIR
CONDITIONING (if installed). . . . . . . . . . . . . . . . . . . . . . OFF
3. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZED
(at minimum temperature for one minute)
5. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
6. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
7. LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. AVIONICS No 1 and No 2 Switches . . . . . . . . . . . . . . . . . . OFF
10. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
12. OXYGEN SUPPLY Control Lever (if installed) . . . . . . . . . . OFF
13. FUEL TANK SELECTORS . . . . . . . LEFT OFF or RIGHT OFF
Turn high wing tank off if parked on a sloping surface to prevent
crossfeeding.
14. Tie-Downs and Chocks . . . . . . . . . . . . . . . . . . . AS REQUIRED
15. External Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
16. Fuel Filter . . . . . . . . . . CHECK FUEL FILTER BYPASS FLAG
(for proper location - flush)
17. Oil Breather Drain Can . . . . . . . . . . . . . . . DRAIN (until empty)
NOTE
Possible delays of subsequent flights, or even missed
flights, are often eliminated by routinely conducting a brief
postflight inspection. Usually, a visual check of the airplane
for condition, security, leakage, and tire inflation will alert
the operator to potential problems, and is therefore
recommended.

4-32

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

AMPLIFIED PROCEDURES
PREFLIGHT INSPECTION
The Preflight Inspection, described in Figure 4-1 and adjacent
checklist, is recommended. If the airplane has been in extended
storage, has had recent major maintenance, or has been operated from
rough or unprepared surfaces, an extensive exterior inspection is
recommended.
WARNING

Flights at night and in cold weather involve a
careful check of other specific areas discussed in
this section.
After major maintenance has been performed, the flight controls and
trim tabs should be double-checked for free and correct movement and
security. The security of all inspection plates on the airplane should be
checked following periodic inspections.
If the airplane has been exposed to excessive ground handling in a
crowded hangar, it should be checked for dents and scratches on
wings, fuselage, and tail surfaces, as well as damage to navigation and
anti-collision lights, and avionics antennas. Outside storage in windy or
gusty areas, or tie-down adjacent to taxiing airplanes, calls for special
attention to control surface stops, hinges, and brackets to detect the
presence of wind damage.
If the airplane has been operated from an unimproved runway, check
the propeller for nicks and stone damage and the leading edges of the
horizontal tail for abrasion. Airplanes that are operated from rough
fields, especially at high altitude, are subjected to abnormal landing
gear abuse. Frequently check all components of the landing gear, tires,
and brakes.
Outside storage can result in water and obstructions in airspeed system
lines, condensation in fuel tanks, and dust and dirt in the engine air inlet
and exhaust areas. If any water is suspected in the static source
system, open both static source drain valves and thoroughly drain all
water from the system.
WARNING

If the static source drain valves are opened, assure
both valves are completely closed before flight.
(Continued Next Page)
FAA APPROVED
208BPHBUS-00

U.S.

4-33

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

PREFLIGHT INSPECTION (Continued)
If any water is detected in the fuel system, the inboard fuel tank sump
and external sump quick-drain valves, fuel reservoir quick-drain valve,
and fuel filter quick-drain valve should all be thoroughly drained until
there is no evidence of water or sediment contamination. If the airplane
is parked with one wing low on a sloping ramp, draining of the outboard
fuel tank sump quick-drain valves (if installed) is also recommended.
Prolonged storage of the airplane will result in a water buildup in the
fuel which "leaches out" the fuel additive. An indication of this is when
an excessive amount of water accumulates in the fuel tank sumps.
Refer to Section 8 for fuel additive servicing.
To prevent loss of fuel in flight, make sure the fuel tank filler caps are
tightly sealed after any fuel system check or servicing. Fuel system
vents should also be inspected for obstructions, ice or water, especially
after exposure to cold, wet weather.
The interior inspection will vary according to the planned flight and the
optional equipment installed. Prior to high-altitude flights, it is important
to check the condition and quantity of oxygen face masks and hose
assemblies. The oxygen supply system (if installed) should be
functionally checked to ensure that it is in working order and that an
adequate supply of oxygen is available.

BEFORE STARTING ENGINE
WARNING

•

It is the responsibility of the pilot in command to
make sure that the airplane is correctly loaded
within the weight and center of gravity limits
prior to takeoff.

•

Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury
in the event of an accident.
(Continued Next Page)

4-34

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

BEFORE STARTING ENGINE (Continued)
The Before Starting Engine checklist procedures should be followed
closely to assure a satisfactory engine start. Most of the checklist items
are self-explanatory. Those items that may require further explanation
are noted in the following discussion.
When setting electrical switches prior to engine start, only those lighting
switches that are necessary for a night-time engine start should be
turned on. All other switches, including exterior lights, anti-ice, deice,
ventilation fans/ air conditioning (if installed) switches, should be turned
off. The BLEED AIR HEAT Switch should be off to prevent excessive
compressor bleed during the engine start. Also, the standby power
switch should be off during engine starts.
CAUTION

Leaving the BLEED AIR HEAT Switch ON can result in
a hot start or abnormal acceleration to idle.
The generator switch is spring-loaded to the ON position. When the
starter switch is placed in the START or MOTOR position, the generator
control unit (GCU) opens the generator contactor. When the starter
switch is returned to the OFF position after an engine start, the GCU
closes the generator contactor, thereby placing the generator on the
line.
The IGNITION Switch is left in the NORM position for engine starting
with the starter motor (non-windmilling start). In this position, the
igniters are energized when the starter switch is placed in the START
position. Ignition is automatically terminated when the starter switch is
turned OFF.
CAUTION

It is especially important to verify that the
EMERGENCY POWER Lever is in the NORMAL
position (aft of the IDLE gate) during engine starts. With
the lever forward of this gate, excessive quantities of
fuel will be discharged through the fuel nozzles when
the FUEL CONDITION Lever is moved to the LOW
IDLE position and a hot start will result.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-35

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

BEFORE STARTING ENGINE (Continued)
Before starting the engine, the POWER Lever is placed at the IDLE
position (against the BETA gate), the propeller control lever is moved to
the MAX RPM position (full forward), and the FUEL CONDITION Lever
is stowed in the CUTOFF position.
CAUTION

The propeller reversing linkage can be damaged if the
POWER Lever is moved aft of the IDLE position when
the engine is not running and the propeller is feathered.

STARTING ENGINE
The Starting Engine checklist procedures should be followed closely to
assure a satisfactory engine start. With the FUEL CONDITION Lever in
the CUTOFF position, move the starter switch to the START position;
verify that the STARTER ON and IGNITION ON CAS MSG(s) are
displayed. Next, check for a positive indication of engine oil pressure.
After Ng stabilizes (minimum of 12%), move the FUEL CONDITION
Lever to the LOW IDLE position and verify fuel flow in the general
range of 90 to 140 pph. After the engine "lights off" and during
acceleration to idle (approximately 52% Ng), monitor ITT and Ng.
Maximum ITT during engine start is 1090°C, limited to 2 seconds.
Typically, the ITT during start is well below this maximum value. After
the engine has stabilized at idle, the STARTER ON CAS MSG should
be OFF. If this CAS MSG remains ON, it indicates the starter has not
been automatically disengaged during the engine starting sequence
due to a failed speed sensor.
CAUTION

If no ITT rise is observed within 10 seconds after
moving the FUEL CONDITION Lever to the LOW IDLE
position, or ITT rapidly approaches 1090°C, move the
FUEL CONDITION Lever to CUTOFF and perform the
Engine Clearing Procedure in this section.
(Continued Next Page)

4-36

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

STARTING ENGINE (Continued)
After the engine reaches stabilized idle (52% Ng or above), return the
starter switch to the OFF position. With a cold engine or after making a
battery start (high initial generator load into battery), it may be
necessary to advance the POWER Lever slightly ahead of the idle
detent to maintain a minimum idle of 52% Ng. To assure maintaining
the minimum Ng and ITT within limits, advance the POWER Lever to
obtain approximately 55% Ng before turning the starter switch OFF (the
generator contactor closes when the starter switch is turned OFF).
CAUTION

Under hot OAT and/or high ground elevation conditions,
idle ITT can exceed maximum idle ITT limitation of
685°C. Increase Ng and/or reduce accessory load to
maintain ITT within limits.
NOTE
If the STARTER ENERGIZED CAS MSG fails to go out
after the starter switch has been moved to the OFF
position, the start contactor can be closed and the
generator will not function. Perform an engine shutdown.
Engine starts can be made with airplane battery power or with an
external power unit (EPU). However, it is recommended that an EPU be
used when the ambient air temperature is less than -18°C (0°F). Refer
to Cold Weather Operation in this section when ambient temperature is
below -18°C (0°F).
CAUTION

•

In the event the external power unit drops off the line
during engine start, a loss of electrical power to the
starter will result which could cause a hot start.
Should a loss of external power occur, immediately
place the FUEL CONDITION Lever to CUTOFF,
monitor ITT, and make sure the engine is shutting
down. Turn the external power switch off and place
the starter switch to the MOTOR position to aid in
reducing ITT if necessary.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-37

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

STARTING ENGINE (Continued)

•

When an external power unit is used, make sure the
unit is negatively grounded and regulated to 28 volts
DC with a capability of providing a minimum of 800
amperes during the starting cycle. External power
units with output exceeding 1700 amperes shall not
be used.

Before engine starting with the airplane battery, check the BUS VOLTS
for a minimum of 24 volts. Monitor ITT during each engine start to
guard against a hot start. The operator must be ready to immediately
abort the start if ITT exceeds 1090°C or is rapidly approaching this limit.
Usually, hot starts are not a problem if the normal starting procedures
are followed.
CAUTION

A minimum battery voltage of 24 volts is not always an
indication that the battery is near full charge or in good
condition. Therefore, if gas generator acceleration in
the initial part of the start is less than normally
observed, return the FUEL CONDITION Lever to
CUTOFF and discontinue the start. Recharge the
battery or use an external power unit before attempting
another start.
If the starter accelerates the gas generator rapidly above 20%, suspect
gear train decouple. Do not continue start. Rapid acceleration through
35% Ng suggests a start on the secondary nozzles. Anticipate a hot
start.
After an aborted start for whatever reason, it is essential before the next
start attempt to allow adequate time to drain off 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 the torching of burning fuel
from engine exhaust on the next successful ignition.
A dry motoring, within starter limitations after confirming that all fuel
drainage has stopped, will ensure that no fuel is trapped before the
next start.

4-38

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

ENGINE
CLEARING
MOTORING RUN)

PROCEDURES

(DRY

The following procedure is used to clear an engine at any time when it
is deemed necessary to remove internally trapped fuel and vapor, or if
there is evidence of a fire within the engine. Air passing through the
engine serves to purge fuel, vapor, or fire from the combustion section,
gas generator turbine, power turbine, and exhaust system.
1. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
3. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(to supply current for the starter motor)
4. AVIONICS No 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . OPEN (push in)
6. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING

If fire is suspected, leave the FUEL BOOST switch
OFF, otherwise turn it ON to provide lubrication for
the engine-driven fuel pump elements.
7. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOTOR
CAUTION

•

Do not exceed the starting cycle limitations; refer to
Section 2.

•

Should a fire persist, as indicated by sustained ITT,
close the FUEL SHUTOFF Knob and continue
motoring the engine.

8. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. AVIONICS No 1 Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . CLOSED (pull out)
12. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Allow the required cooling period for the starter before any further
starting operation is attempted.

FAA APPROVED
208BPHBUS-00

U.S.

4-39

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE IGNITION PROCEDURES
For most operations, the IGNITION Switch is left in the NORM position.
With the switch in this position, ignition is on only when the starter
switch is in the START position.
NOTE
The use of ignition for extended periods of time will reduce
ignition system component life.
The IGNITION Switch should be turned ON to provide continuous
ignition under the following conditions:
1. Emergency engine starts without starter assist (refer to Section 3,
AIRSTART).
2. Operation on wet or contaminated runways.
3. Flight in heavy precipitation.
4. Flight in moderate or greater turbulence.
5. During inadvertent icing encounters prior to the INERTIAL
SEPARATOR being selected to BYPASS.
6. When near fuel exhaustion as indicated by Red RSVR FUEL
LOW CAS MSG.
Refer to Section 7, Engine Ignition System, for further details regarding
the ignition system.

ENGINE INERTIAL SEPARATOR PROCEDURES
An INERTIAL SEPARATOR system is built into the engine air inlet duct
to prevent ice buildups on the compressor inlet screen. The INERTIAL
SEPARATOR control should be moved to the BYPASS position prior to
running the engine during ground or flight operation in visible moisture
(clouds, rain, snow or ice crystals) with an OAT of 5°C (41°F) or less.
The BYPASS mode can also be used for ground operations or takeoffs
with dusty, sandy field conditions to minimize ingestion of foreign
particles into the compressor. Refer to charts in Section 5 for
performance changes associated with the INERTIAL SEPARATOR in
the BYPASS mode.
The NORMAL mode is used for all other operating conditions, since it
provides substantial inlet ram recovery. This results in more efficient
engine operation and higher critical altitude for a particular power
setting.
Do not return the INERTIAL SEPARATOR to NORMAL until after
engine shutdown and inspection if icing conditions are encountered.
Refer to Section 7, Engine Air Induction System for further details
regarding the INERTIAL SEPARATOR.
4-40

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

TAXIING
POWER Lever BETA range can be used during taxi to control taxi
speed and improve brake life. A leaf spring is installed in the control
quadrant which the POWER Lever contacts and provides the pilot with
a noticeable "feel". With the POWER Lever moved to this position in
the BETA range, the propeller is near zero thrust in a static, 52% idle
condition. Besides acting as a zero thrust reference during taxi, this
POWER Lever position (lever against spring) is used after landing to
minimize brake wear. POWER Lever movement further aft of the BETA
range will result in increased engine power and reverse thrust from the
propeller blades.
CAUTION

•

The use of reverse thrust should be minimized,
especially on unprepared surfaces, to minimize
propeller blade erosion and possible damage.

•

Do not leave the POWER Lever in the BETA range
for extended periods (greater than 30 seconds)
when parked with a right crosswind to avoid damage
to the cargo pod.
NOTE

During low-speed taxi with a strong tailwind, or when
stopped with a strong tailwind, a moderate vibration can
occur as a result of reverse airflow through the propeller
disk with the blades at a positive pitch angle. This vibration
can be significantly reduced by placing the POWER Lever
in the BETA range, or it can be eliminated by turning the
airplane into the wind.
Refer to the Taxiing Diagram figure for additional taxiing instructions.

FAA APPROVED
208BPHBUS-00

U.S.

4-41

SECTION 4
NORMAL PROCEDURES
__

CESSNA
MODEL 208B G1000

TAXIING DIAGRAM

NOTE
Strong quartering tail winds require caution. Avoid excessive use
of power and sharp braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to maintain direction.
Figure 4-3

4-42

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

BEFORE TAKEOFF
The FUEL TANK SELECTORS are normally both ON for takeoff and all
flight operations. However, one side can be turned OFF as required to
balance the fuel load.
WARNING

•

Do not exceed 200 pounds fuel imbalance in
flight.

•

To obtain accurate fuel quantity indicator
readings, verify the airplane is parked in a
laterally level condition; or, if in flight, make sure
the airplane is in a coordinated and stabilized
condition.

When checking the INERTIAL SEPARATOR with engine power set at
400 foot-pounds, it is typical to see an approximate 25 foot-pound drop
in torque when the T-handle is pulled to the BYPASS position. This
torque drop will vary some with wind conditions during static check.
A neutral index mark is added to the pedestal cover which corresponds
to the zero degree trim tab position. As loadings vary towards the
forward C.G. limit or aft C.G. limit, elevator trim settings towards the
nose up and nose down ends of this takeoff range, respectively, will
provide comfortable control wheel forces during takeoff and initial climb.
Prior to takeoff, the FUEL CONDITION Lever is moved forward to the
HIGH IDLE position (approximately 65% Ng) to remain in this position
until after landing. The higher gas generator idle speed for flight
provides faster engine acceleration when adding power (from an idle
condition) on approach or for a balked landing go-around.

FAA APPROVED
208BPHBUS-00

U.S.

4-43

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

TAKEOFF
POWER SETTING
Refer to the Maximum Engine Torque for Takeoff chart in Section 5 to
determine the torque corresponding to the surface altitude and OAT
conditions. This torque should be obtainable without exceeding 805°C
ITT or 101.6% Ng.
Takeoff roll is most smoothly initiated by gradually advancing the
POWER Lever until propeller RPM nears 1900. Smoothly release the
brakes and continue advancing the POWER Lever until the takeoff
torque is reached.
NOTE
As airspeed increases during takeoff, an increase in torque
at a fixed POWER Lever position is normal and need not be
reduced provided the torque limit (1865 foot-pounds) is not
exceeded.

WING FLAP SETTINGS
A flap setting of 20° is recommended for all takeoffs unless a strong
crosswind exists at which time 10° flaps may be preferred. Use of 20°
flaps provides for a lower liftoff speed, as well as a reduction in ground
roll and total distance over an obstacle compared to takeoff with flaps
up.
Flap settings greater than 20° are not approved for takeoff.

SHORT FIELD TAKEOFF
If an obstruction dictates the use of a steep climb angle after liftoff,
accelerate to and climb at an obstacle clearance speed of 83 KIAS with
20° flaps. Takeoff performance data is shown in Section 5 based on this
speed and configuration.
NOTE
The 83 KIAS obstacle clearance speed is a recommended
safe speed under all conditions, including turbulence and
complete engine failure. The actual VX speed with flaps 20°
is 70 KIAS at maximum takeoff weight as noted in the Climb
Gradient - Takeoff Flap Setting - Flaps 20 chart in Section 5.
(Continued Next Page)

4-44

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

SHORT FIELD TAKEOFF (Continued)
After clearing the obstacle, and reaching a safe altitude, the flaps can
be retracted slowly as the airplane accelerates to the normal climb
airspeed.
Minimum ground roll takeoffs are accomplished by using 20° flaps,
lifting the nose wheel off the ground as soon as practical and leaving
the ground in a slightly tail-low attitude. However, after liftoff the
airplane should be leveled immediately to accelerate to a safe climb
airspeed.

TYPE II, TYPE III OR TYPE IV ANTI-ICE FLUID TAKEOFF
When Type II, Type III or Type IV anti-ice fluid is applied to the airplane,
a rotation speed of 89 KIAS with flaps UP is required. Use of flaps UP
allows the airplane to accelerate to a higher rotation speed without any
liftoff tendencies, which is required for the Type II, Type III or Type IV
anti-ice fluid to be effective. Takeoff performance data shown in Section
5 is based on this speed and configuration.

CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with FLAPS
10° or 20°. With the ailerons partially deflected into the wind, the
airplane is accelerated to a speed higher than normal, and then rotated
to prevent settling back to the runway. When clear of the ground, make
a coordinated turn into the wind to correct for drift. The use of flaps 10°
will improve directional control, but will also increase the takeoff
distance. Increase the flaps 20° short field takeoff lift off and 50 feet
obstacle speeds by 7 knots, if flaps 10° is used for takeoff.

ENROUTE CLIMB
Normally, maximum climb power is maintained during the climb to
cruise altitude. Adjust the POWER Lever as required to prevent
exceeding maximum climb torque, maximum climb ITT of 765°C, or
maximum climb Ng of 101.6%, whichever occurs first.
NOTE
Engine operations which exceed 740°C ITT can reduce
engine life.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-45

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

ENROUTE CLIMB (Continued)
At lower altitudes and cool outside air temperatures (below
approximately 10,000 feet), the engine will reach the torque limit before
reaching the ITT or Ng limit. As the climb progresses and the torque is
maintained by POWER Lever advancement, the ITT and Ng will
increase until an altitude is reached where ITT or Ng will dictate
POWER Lever positioning. When operating near the ITT limit, advance
POWER Lever slowly to allow the current ITT to be indicated. The rate
of power (and temperature) increase of the engine is greater than the
response rate of the ITT indicating system; therefore, a rapid POWER
Lever advance could allow an over-temperature condition to exist
momentarily in the engine before the over-temperature would be
indicated.
For maximum performance climb, the best rate-of-climb airspeed
should be used with 1900 RPM and maximum climb power. This speed
is 104 KIAS from sea level to 10,000 feet, decreasing to 87 KIAS at
20,000 feet.
For improved visibility over the nose, a cruise climb airspeed of 115 125 KIAS may be desirable at altitudes up to approximately 12,000
feet. Adjust the POWER Lever (in accord with the Maximum Engine
Torque for Climb chart in Section 5) with the PROP PRM set at 1900 to
prevent exceeding the maximum allowable shaft horsepower for the
ambient conditions. After Climb Torque is set, PROP RPM can be
reduced in accord the following table for improved passenger comfort.
Under no circumstances should the following limitations be exceeded:
1. The MAX TORQUE for the corresponding PROP RPM
2. A maximum climb ITT of 765°C
3. A maximum Ng of 101.6%
RPM

MAX TORQUE

1900
1800
1700
1600

1865
1970
1970
1970
NOTE

•

Engine operations which exceed 740° C ITT can reduce
engine life.

•

To achieve maximum flat-rated horsepower, use a
minimum of 1800 RPM.
If an obstruction dictates the use of a steep climb angle, climb with
Flaps UP and maximum continuous power at 86 KIAS.
4-46

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

CRUISE
Normal cruise is performed using any desired power setting up to the
maximum cruise power (observe ITT, torque, and Ng cruise limits). Do
not exceed the maximum cruise torque or 740°C ITT shown in Cruise
Performance or Cruise Maximum Torque charts in Section 5 for the
particular altitude and temperature. Normally, a new engine will exhibit
an ITT below 710°C when set to the maximum cruise torque.
The Sample Cruise Performance chart illustrates the advantage of
higher altitude on both true airspeed and nautical miles per 1000
pounds of fuel. In addition, the beneficial effect of lower cruise power on
nautical miles per 1000 pounds of fuel at a given altitude can be
observed. Charts are provided in Section 5 to assist in selecting an
efficient altitude based on available winds aloft information for a given
trip. The selection of cruise altitude on the basis of the most favorable
wind conditions and the use of low power settings are significant factors
that should be considered to reduce fuel consumption.
PITOT/STATIC and STALL HEAT should be ON anytime the OAT is
below 5°C (41°F). If icing conditions are encountered, ensure that the
additional anti-icing systems (airframe ANTI-ICE (if installed) and
INERTIAL SEPARATOR) are ON and in the BYPASS mode before
encountering visible moisture below approximately 5°C (41°F).
Windshield anti-ice (if installed) and propeller anti-ice (if installed)
systems should also be turned ON.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-47

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

SAMPLE CRUISE PERFORMANCE CHART
PARAMETERS:
Standard Conditions
1900 RPM
Zero Wind
ALTITUDE
(Feet)
5,000
10,000
15,000
20,000

Maximum Cruise Power
KTAS
NM/1000 LBS
182
430
182
480
177
540
167

Maximum Range Power
KTAS
NM/1000 LBS
155
470
157
530
159
580

610

161

610

(WITHOUT CARGO POD)
ALTITUDE
(Feet)
5,000
10,000
15,000
20,000

Maximum Cruise Power
KTAS
NM/1000 LBS
173
410
172
460
167
510
157
570

Maximum Range Power
KTAS
NM/1000 LBS
149
450
151
500
152
540
156
570

(WITH CARGO POD)
Figure 4-4
(Continued Next Page)

4-48

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

CRUISE (Continued)
These systems are designed to prevent ice formation, rather than
removing it after it has formed. Even if the airplane is equipped with the
"Flight Into Known Icing" package, accumulation of some airframe ice is
unavoidable; this will increase airplane weight and drag and decrease
airspeed and general airplane performance. It is always wise to avoid
icing conditions, if practical.
Fuel quantity should be monitored to maintain a balanced fuel
condition. Normally, both FUEL TANK SELECTORS are left ON and
fuel will feed equally from each tank. If a fuel imbalance condition
approaching 200 pounds does occur, the fuel tank selector for the tank
with less fuel should be turned OFF until the fuel quantity is balanced.
With one fuel tank selector OFF and fuel remaining in the tank being
used is less than approximately 170 lbs (25 gallons), the FUEL
SELECT OFF CAS MSG will come ON and a warning horn will sound.
WARNING

Turn IGNITION ON when flying in heavy
precipitation or icing conditions. Refer to Engine
Ignition Procedures in this section for additional
information on use of ignition.
CAUTION

Prolonged zero or negative "G" maneuvers will starve
the engine oil pump and result in engine damage.
Supplemental oxygen should be used by all occupants when cruising
above 12,500 feet. It is often advisable to use oxygen at altitudes lower
than 12,500 feet under conditions of night flying, fatigue, or periods of
physiological or emotional disturbances. Also, the habitual and
excessive use of tobacco or alcohol will usually necessitate the use of
oxygen at less than 10,000 feet.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

4-49

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

CRUISE (Continued)
WARNING

•

Operation up to the maximum allowable
operating altitude is predicated on the
availability and use of supplemental oxygen
above 12,500 feet as specified by 14 CFR 91.211.

•

Smoking is prohibited when using oxygen. Oil,
grease, soap, lipstick, lip balm, and other fatty
materials constitute a serious fire hazard when in
contact with oxygen. Be sure hands and clothing
are oil-free before handling oxygen equipment.

STALLS
Stall characteristics are conventional and aural warning is provided by
a stall warning horn which sounds between 5 and 10 knots above the
stall in all configurations.
Idle-power stall speeds at maximum weight for both forward and aft
C.G. are presented in Section 5.
NOTE
Practice of stalls should be done conservatively and with
sufficient altitude for a safe recovery.

4-50

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

LANDING
NORMAL LANDING
Normal landing approaches can be made with power-on or idle power
with any flap setting desired and the PROP RPM Lever set at 1900.
Use of FULL flaps is normally preferred to minimize touchdown speed
and subsequent need for braking. For a given flap setting, surface
winds and turbulence are usually the primary factors in determining the
most comfortable approach speed.
Actual touchdown should be made with idle power and on the main
wheels first, just slightly above stall speed. The nose wheel is then
gently lowered to the runway, the POWER Lever repositioned to the
BETA range, and brakes applied as required. When clear of the
runway, reposition the FUEL CONDITION Lever from HIGH IDLE to
LOW IDLE. This will reduce cabin and exterior noise levels as well as
reduce braking requirements when the POWER Lever is positioned
ahead of the REVERSE range. Landings on rough or soft fields are
accomplished in a similar manner except that the nose wheel is
lowered to the runway at a lower speed to prevent excessive nose gear
loads.
NOTE
The use of BETA range after touchdown is recommended
to reduce brake wear. Generally, the POWER Lever can be
moved aft of the IDLE gate until it contacts a spring in the
control quadrant without substantial propeller erosion from
loose debris on the runway or taxiway.

SHORT FIELD LANDING
For short field landings, make a power approach at 78 KIAS with the
PROP RPM lever at MAX (full forward) and with full flaps. After all
approach obstacles are cleared, reduce power to idle. Maintain 78
KIAS approach speed by lowering the nose of the airplane. Touchdown
should be made with the POWER Lever at IDLE, and on the main
wheels first. Immediately after touchdown, lower the nose gear,
reposition the POWER Lever against the spring in the BETA range, and
apply heavy braking as required.
For maximum brake effectiveness after all three wheels are on the
ground, hold full nose up elevator and apply maximum possible brake
pressure without sliding the tires.
(Continued Next Page)
FAA APPROVED
208BPHBUS-00

U.S.

4-51

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

SHORT FIELD LANDING (Continued)
The landing performance in Section 5 is based on the above
procedure. A reduction in ground roll of approximately 10% will result
from the use of reverse thrust (POWER Lever full aft to provide
increased power from the gas generator and a reverse thrust propeller
blade angle).
CAUTION

To minimize propeller blade erosion or possible
propeller blade damage, reverse thrust should be used
only when necessary to shorten the ground roll.
Bringing the propeller out of reverse before
decelerating through approximately 25 knots will
minimize propeller erosion.

CROSSWIND LANDING
For crosswind approaches, either the wing-low, crab or combination
method can be used. A flap setting between 10° and 30° is
recommended. Use a minimum flap setting for the field length. After
touchdown, lower the nose wheel and maintain control. Maintain a
straight course using the steerable nose wheel, ailerons, and
occasional braking if necessary.

BALKED LANDING
In a balked landing (go-around) climb, the wing flap setting should be
reduced to 20° after takeoff power is applied. After all obstacles are
cleared and a safe altitude and airspeed are obtained, the WING
FLAPS should be retracted.

4-52

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 4
NORMAL PROCEDURES

AFTER SHUTDOWN
If dusty conditions exist or if the last flight of the day has been
completed, install engine inlet covers to protect the engine from debris.
The covers can be installed after the engine has cooled (ITT indicator
showing "off scale" temperature). Secure the propeller to prevent
windmilling since no oil pressure is available for engine lubrication
when the engine is not running.

COLD WEATHER OPERATION
Special consideration should be given to the operation of the airplane
fuel system during the winter season or prior to any flight in cold
temperatures. Proper preflight draining of the fuel system is especially
important and will eliminate any free water accumulation. The use of an
additive is required for anti-ice protection. Refer to Section 8 for
information on the proper use of additives.
Cold weather often causes conditions which require special care prior
to flight. Operating the elevator and aileron trim tabs through their full
travel in both directions will assure smooth operation by reducing any
stiffness in these systems caused by the cold weather effects on
system lubrication. Even small accumulations of frost, ice, snow or
slush must be removed, particularly from wing, tail and all control
surfaces to assure satisfactory flight performance and handling. Also,
control surfaces must be free of any internal accumulations of ice or
snow.
The use of an external pre-heater reduces wear and abuse to the
engine and the electrical system. Pre-heat will lower the viscosity of the
oil trapped in the oil cooler, prior to starting in extremely cold
temperatures.
Use of an GPU is recommended when ambient temperatures are
below -18°C (0°F). Assure that oil temperature is in the green band
(10°C to 99°C) prior to takeoff.
If snow or slush covers the takeoff surface, allowance must be made for
takeoff distances which will be increasingly extended as the snow or
slush depth increases. The depth and consistency of this cover can, in
fact, prevent takeoff in many instances.

HIGH ALTITUDE OPERATION
At altitudes above 20,000 feet, a compressor surge can be experienced
if engine power is rapidly re-applied immediately after a power
reduction. This characteristic is not detrimental to the engine and can
be eliminated completely by turning BLEED AIR HEAT ON and
adjusting the TEMP HOT knob to at least the one-half setting.
FAA APPROVED
208BPHBUS-00

U.S.

4-53

SECTION 4
NORMAL PROCEDURES

CESSNA
MODEL 208B G1000

ENGINE COMPRESSOR STALLS
An engine compressor stall can be noted by a single or multiple loud
popping noise from the engine compartment. This situation can be
resolved by reducing the engine power to a point where the "popping"
discontinues, and slowly advancing the throttle to the necessary setting
for continued flight. The use of BLEED AIR HEAT can also help
eliminate engine compressor stalls if this situation is encountered.

NOISE CHARACTERISTICS
Increased emphasis on improving the quality of our environment
requires renewed effort on the part of all pilots to minimize the effect of
airplane noise on the public.
We, as pilots, can demonstrate our concern for environmental
improvement, by application of the following suggested procedures,
and thereby tend to build public support for aviation:
1. Pilots operating aircraft under VFR over outdoor assemblies of
persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less than 2000 feet
above the surface, weather permitting, even though flight at a
lower level can be consistent with the provisions of government
regulations.
2. During departure from or approach to an airport, climb after
takeoff and descent for landing should be made so as to avoid
prolonged flight at low altitude near noise-sensitive areas.
NOTE
The above recommended procedures do not apply where
they would conflict with Air Traffic Control clearances or
instructions, or where, in the pilot's judgment, an altitude of
less than 2000 feet is necessary for him to adequately
exercise his duty to see and avoid other aircraft.
The certificated noise level for the Model 208B at 8750 pounds
maximum weight is 82.7 dB(A). These measurements were obtained
using a takeoff profile. No determination has been made by the Federal
Aviation Administration that the noise levels of this airplane are or
should be acceptable or unacceptable for operation at, into, or out of,
any airport.

4-54

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

PERFORMANCE
TABLE OF CONTENTS
Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Use of Performance Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Sample Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Fuel Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Airspeed Calibration - Normal Static Source . . . . . . . . . . . . . . . . . . . 5-9
Airspeed Calibration - Alternate Static Source. . . . . . . . . . . . . . . . . 5-10
Altimeter Correction - Alternate Static Source . . . . . . . . . . . . . . . . . 5-11
Pressure Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
ISA Conversion and Operating Temperature Limits. . . . . . . . . . . . . 5-14
Stall Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
Wind Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Maximum Engine Torque for Takeoff . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Maximum Engine Torque for Climb . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
AIRPLANES WITH CARGO POD INSTALLED
Short Field Takeoff Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Flaps UP Takeoff Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Rate of Climb - Takeoff Flap Setting . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Climb Gradient - Takeoff Flap Setting . . . . . . . . . . . . . . . . . . . . . . . 5-28
Maximum Rate of Climb - Flaps UP. . . . . . . . . . . . . . . . . . . . . . . . . 5-29
Climb Gradient - Takeoff - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Cruise Climb - Flaps UP - 115 KIAS . . . . . . . . . . . . . . . . . . . . . . . . 5-31
Rate of Climb - Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
Time, Fuel, and Distance to Climb - Maximum Rate of Climb . . . . 5-33
Time, Fuel, and Distance to Climb - Cruise Climb - 115 KIAS . . . . . 5-34
(Continued Next Page)

FAA APPROVED
208BPHBUS-00

U.S.

5-1

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

TABLE OF CONTENTS (Continued)

Page

Cruise Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-35
Cruise Maximum Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-46
Fuel and Time Required - Maximum Cruise Power (40-200 NM) . 5-53
Fuel and Time Required - Maximum Cruise Power (200-1000 NM) 5-54
Fuel and Time Required - Maximum Range Power (40-200 NM) . 5-55
Fuel and Time Required - Maximum Range Power (200-1000 NM) 5-56
Range Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-57
Endurance Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-58
Time, Fuel, and Distance to Descend . . . . . . . . . . . . . . . . . . . . . . 5-59
Short Field Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-60

Airplanes Without Cargo Pod
Short Field Takeoff Distance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-65
Flaps UP Takeoff Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-70
Rate of Climb - Takeoff Flap Setting. . . . . . . . . . . . . . . . . . . . . . . . 5-73
Climb Gradient - Takeoff Flap Setting . . . . . . . . . . . . . . . . . . . . . . 5-74
Maximum Rate of Climb - Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . 5-75
Climb Gradient - Takeoff - Flaps UP. . . . . . . . . . . . . . . . . . . . . . . . 5-76
Cruise Climb - Flaps UP - 115 KIAS. . . . . . . . . . . . . . . . . . . . . . . . 5-77
Rate of Climb - Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-78
Time, Fuel, and Distance to Climb - Maximum Rate of Climb . . . . 5-79
Time, Fuel, And Distance to Climb - Cruise Climb - 115 KIAS . . . . 5-80
Cruise Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-81
Cruise Maximum Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-93
Fuel and Time Required Maximum Cruise Power (40-200 NM). . 5-100
Fuel and Time Required Maximum Cruise Power (200-1000 NM) 5-101
Fuel and Time Required Maximum Range Power (40-200 NM) . 5-102
Fuel and Time Required Maximum Range Power (200-1000 NM) 5-103
Range Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-104
Endurance Profile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-105
Time, Fuel, and Distance to Descend . . . . . . . . . . . . . . . . . . . . . 5-106
Short Field Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-107

5-2

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

INTRODUCTION
Performance data charts on the following pages are presented so that
you may know what to expect from the airplane under various
conditions, and also, to facilitate the planning of flights in detail and with
reasonable accuracy. The data in the charts has been computed from
actual flight tests using average piloting techniques and an airplane
and engine in good condition and equipped with a Hartzell propeller.
Airplanes equipped with a McCauley propeller will have comparable
performance and should also use the data shown.
WARNING

To make sure that performance in this section can
be duplicated, the airplane and engine must be
maintained in good condition. Pilot proficiency and
proper preflight planning using data necessary for
all flight phases is also required to assure expected
performance with ample margins of safety.
It should be noted that the performance information presented in the
range and endurance profile charts allows for 45 minutes reserve fuel
at the specified cruise power and altitude. Some indeterminate
variables such as engine and propeller condition, and air turbulence
may account for variations of 10% or more in range and endurance.
Therefore, it is important to utilize all available information to estimate
the fuel required for the particular flight.
Notes have been provided on various graphs and tables to
approximate performance with the inertial separator in BYPASS and/or
cabin heat on. The effect will vary, depending upon airspeed,
temperature, and altitude. At lower altitudes, where operation on the
torque limit is possible, the effect of the inertial separator will be less,
depending upon how much power can be recovered after the separator
vanes have been extended.
In some cases, performance charts in this section include data for
temperatures which are outside of the ISA Conversion and Operating
Temperature Limits chart. This data has been included to aid in
interpolation.

USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to illustrate
the effect of different variables. Sufficiently detailed information is
provided in the tables so that conservative values can be selected and
used to determine the particular performance figure with reasonable
accuracy.
FAA APPROVED
208BPHBUS-00

U.S.

5-3

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

SAMPLE PROBLEM
The following sample flight problem utilizes information from the
various charts to determine the predicted performance data for a typical
flight of an airplane equipped with a cargo pod. A similar calculation
can be made for an airplane without a cargo pod using charts identified
as appropriate for this configuration. The following information is
known:

AIRPLANE CONFIGURATION (CARGO POD INSTALLED)
Takeoff weight
Usable fuel

8600 Pounds
2224 Pounds

TAKEOFF CONDITIONS
Field pressure altitude
Temperature
Wind component along runway
Field length

3500 Feet
16°C (standard + 8°C)
12 Knot Headwind
4000 Feet

CRUISE CONDITIONS
Total distance
Pressure altitude
Temperature
Expected wind enroute

650 Nautical Miles
11,500 Feet
8°C
10 Knot Headwind

LANDING CONDITIONS
Field pressure altitude
Temperature
Field length

5-4

U.S.

1500 Feet
25°C
3000 Feet

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

TAKEOFF
The Takeoff Distance chart shows distances that are based on the short
field technique. Conservative distances can be established by reading
the chart at the next higher value of weight, altitude and temperature.
For example, in this particular sample problem, the takeoff distance
information presented for a weight of 8750 pounds, pressure altitude of
4000 feet and a temperature of 20°C should be used and results in the
following:
Ground roll
1875 Feet
Total distance to clear a 50-foot obstacle
3295 Feet
These distances are well within the available takeoff field length.
However, a correction for the effect of wind may be made based on
Note 2 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots
11 Knots X 10% = 11% Decrease
This results in the following distances, corrected for wind:
Ground roll, zero wind
1875 Feet
Decrease in ground roll
(1875 feet X 11%)
-206 Feet
Corrected ground roll
1669 Feet
Total distance to clear a
50-foot obstacle, zero wind
3295 Feet
Decrease in total distance
(3295 feet X 11%)
-362 Feet
Corrected total distance
to clear a 50-foot obstacle
2933 Feet
The Maximum Engine Torque For Takeoff chart should be consulted for
takeoff power setting. For the above ambient conditions, the power
setting is:
Takeoff torque

1865 Ft-Lbs

The Maximum Engine Torque For Climb chart should be consulted for
climb power setting from field elevation to cruise altitude. For the above
ambient conditions, the power setting is:
Field Elevation Maximum Climb Torque
Cruise Altitude Maximum Climb Torque

FAA APPROVED
208BPHBUS-00

1740 Ft-lbs
1360 Ft-lbs

U.S.

5-5

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

CRUISE
The cruising altitude should be selected based on a consideration of
trip length, winds aloft, and the airplane’s performance. A cruising
altitude and the expected wind enroute have been given for this sample
problem. However, the power setting selection for cruise must be
determined based on several considerations. These include the cruise
performance characteristics presented in the Cruise Performance,
Cruise Maximum Torque charts, Fuel and Time Required, and the
Range and Endurance Profile charts.
The Range Profile chart shows range at maximum cruise power and
also at maximum range power. For this sample problem, maximum
cruise power and 1900 RPM will be used.
The Cruise Performance chart for 12,000 feet pressure altitude is
entered using 10°C temperature. These values most nearly correspond
to the planned altitude and expected temperature conditions. The
torque setting for maximum cruise power is 1280 Ft-Lbs torque at 1900
RPM which results in the following:
True Airspeed
Cruise Fuel Flow

158 Knots
306 PPH

FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the
performance information in the Time, Fuel, and Distance to Climb chart,
Cruise Performance chart, and Time, Fuel, and Distance to Descend
chart or in the Fuel and Time Required (Maximum Cruise Power) chart
and Fuel and Time Required (Maximum Range Power) chart. The
longer detailed method will be used for this sample problem, but the
use of Fuel and Time Required (Maximum Cruise Power) or Fuel and
Time Required (Maximum Range Power) charts will provide the desired
information for most flight planning purposes.
Assuming a maximum climb, Time, Fuel, and Distance to Climb
(Maximum Rate Climb) chart may be used to determine the time, fuel
and distance to climb by reading values for a weight of 8000 pounds
and a temperature 20°C above standard. The difference between the
values shown in the table for 4000 feet and 12,000 feet results in the
following:
Time
Fuel
Distance

16 Minutes
94 Pounds
33 Nautical Miles
(Continued Next Page)

5-6

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

FUEL REQUIRED (Continued)
Similarly, Time, Fuel, and Distance to Descend chart shows that a
descent from 12,000 feet to sea level results in the following:
Time
Fuel
Distance

15 Minutes
72 Pounds
43 Nautical Miles

The distances shown on the climb and descent charts are for zero
wind. A correction for the effect of wind may be made as follows:
Distance during climb with no wind:

33 Nautical Miles

Decrease in distance due to wind
(16/60 X 10 knot headwind)

-3 Nautical Miles

Corrected distance to climb

30 Nautical Miles

Similarly, the distance for descent may be corrected for the effect of
wind and results in 40 nautical miles.
The cruise distance is then determined by subtracting the distance
during climb and distance during descent.
Total distance

650 Nautical Miles

Distance during climb and descent

-70 Nautical Miles

Cruise distance

580 Nautical Miles

With an expected 10 knot headwind, the ground speed for cruise is
predicted to be:
158 Knots
-10 Knots
148 Knots
Therefore, the time required for the cruise portion of the trip is:
580 Nautical Miles = 3.9 Hours
148 Knots
The fuel required for cruise is:
3.9 hours X 306 pounds/hour = 1194 Pounds
A 45-minute reserve requires:
45 X 306 pounds/hour=230 Pounds
60
(Continued Next Page)
FAA APPROVED
208BPHBUS-00

U.S.

5-7

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

FUEL REQUIRED (Continued)
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
35 Pounds
Climb
+94 Pounds
Cruise
+1194 Pounds
Descent
+72 Pounds
Reserve
+230 Pounds
Total fuel required
1625 Pounds
Once the flight is underway, ground speed checks will provide a more
accurate basis for estimating the time enroute and the corresponding
fuel required to complete the trip with ample reserve.

LANDING
A procedure similar to takeoff should be used for estimating the landing
distance at the destination airport. The estimated landing weight is as
follows:
Takeoff weight
Fuel required for climb, cruise, and descent
Landing weight

8600 Pounds
-1625 Pounds
6975 Pounds

The Short Field Landing Distance chart presents landing distance
information for the short field technique. The landing distances for a
weight of 7000 pounds and corresponding to 2000 feet pressure
altitude and a temperature of 30°C should be used and are as follows:
Ground roll
Total distance to clear a 50-foot obstacle

850 Feet
1650Feet

A correction for the effect of wind may be made based on Note 2 of the
landing chart using the same procedure as outlined for takeoff.

5-8

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-1 (Sheet 1 of 2)

FAA APPROVED
208BPHBUS-00

U.S.

5-9

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-1 (Sheet 2)
5-10

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-2
FAA APPROVED
208BPHBUS-00

U.S.

5-11

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

PRESSURE CONVERSION

Example:
Pressure = 29.55 inches of mercury.
Pressure = 1000.6 millibars.
Figure 5-3

5-12

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

TEMPERATURE CONVERSION CHART

Figure 5-4
FAA APPROVED
208BPHBUS-00

U.S.

5-13

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

ISA CONVERSION
AND OPERATING TEMPERATURE LIMITS
CAUTION

Do not Operate in shaded area of chart.

Figure 5-5
5-14

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-6

FAA APPROVED
208BPHBUS-00

U.S.

5-15

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

WIND COMPONENTS

NOTE
Maximum demonstrated crosswind velocity is 20 knots (not
a limitation).
Figure 5-7

5-16

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

MAXIMUM ENGINE TORQUE FOR TAKEOFF
CONDITIONS:
1900 RPM
60 KIAS
INERTIAL SEPARATOR NORMAL

NOTE
1. Torque increases approximately 10 Ft-Lbs from 0 to 60 KIAS.
2. Torque on this chart shall be achieved without exceeding
805°C ITT or 101.6 percent Ng. When the ITT exceeds 765°C,
this power setting is time limited to 5 minutes.
3. With the inertial separator in BYPASS, where altitude and
temperature do not permit 1865 Ft-Lbs for takeoff, decrease
torque setting by 15 Ft-Lbs.
4. With the cabin heater ON, where altitude and temperature do
not permit 1865 Ft-Lbs for takeoff, decrease torque setting by
65 Ft-Lbs.
Figure 5-8

FAA APPROVED
208BPHBUS-00

U.S.

5-17

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

MAXIMUM ENGINE TORQUE FOR CLIMB
CONDITIONS:
1900 RPM
Vy KIAS
INERTIAL SEPARATOR NORMAL

NOTE
1. Torque on this chart shall be achieved without exceeding
765°C ITT or 101.6 percent Ng.
2. With the inertial separator in BYPASS, decrease torque setting
by 100 Ft-Lbs.
3. With the cabin heater ON, decrease torque setting by 80 FtLbs.
Figure 5-9
5-18

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-10 (Sheet 1 of 5)

FAA APPROVED
208BPHBUS-00

U.S.

5-19

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-10 (Sheet 2)
5-20

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-10 (Sheet 3)
FAA APPROVED
208BPHBUS-00

U.S.

5-21

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-10 (Sheet 4)

5-22

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-10 (Sheet 5)
FAA APPROVED
208BPHBUS-00

U.S.

5-23

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-11 (Sheet 1 of 3)

5-24

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-11 (Sheet 2)
FAA APPROVED
208BPHBUS-00

U.S.

5-25

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-11 (Sheet 3)

5-26

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-12
FAA APPROVED
208BPHBUS-00

U.S.

5-27

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-13

5-28

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-14
FAA APPROVED
208BPHBUS-00

U.S.

5-29

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-15

5-30

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-16
FAA APPROVED
208BPHBUS-00

U.S.

5-31

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-17

5-32

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-18 (Sheet 1 of 2)

208BPHBUS-01

U.S.

5-33

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-18 (Sheet 2)

5-34

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-19 (Sheet 1 of 11)

208BPHBUS-01

U.S.

5-35

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-19 (Sheet 2)

5-36

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-19 (Sheet 3)

208BPHBUS-01

U.S.

5-37

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-19 (Sheet 4)

5-38

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-19 (Sheet 5)

208BPHBUS-01

U.S.

5-39

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-19 (Sheet 6)

5-40

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-19 (Sheet 7)

208BPHBUS-01

U.S.

5-41

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-19 (Sheet 8)

5-42

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-19 (Sheet 9)

208BPHBUS-01

U.S.

5-43

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-19 (Sheet 10)

5-44

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-19 (Sheet 11)

208BPHBUS-01

U.S.

5-45

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-20 (Sheet 1 of 7)

5-46

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-20 (Sheet 2)

208BPHBUS-01

U.S.

5-47

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-20 (Sheet 3)

5-48

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-20 (Sheet 4)

208BPHBUS-01

U.S.

5-49

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-20 (Sheet 5)

5-50

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-20 (Sheet 6)

208BPHBUS-01

U.S.

5-51

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-20 (Sheet 7)

5-52

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

CARGO POD INSTALLED

FUEL AND TIME REQUIRED

MAXIMUM CRUISE POWER (40-200 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPAS, increase time by 4% and fuel by
2% or CABIN HEAT ON, increase time by 3% and fuel by 2%.

Figure 5-21 (Sheet 1 of 2)

208BPHBUS-01

U.S.

5-53

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

CARGO POD INSTALLED

FUEL AND TIME REQUIRED

MAXIMUM CRUISE POWER (200-1000 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPAS, increase time by 5% and fuel by
2% or CABIN HEAT ON, increase time by 5% and fuel by 4%..

Figure 5-21 (Sheet 2)

5-54

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE
CARGO POD INSTALLED

FUEL AND TIME REQUIRED

MAXIMUM RANGE POWER (40-200 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPAS, increase time by 1% and fuel by
2% or CABIN HEAT ON, increase time by 1% and fuel by 3%.

Figure 5-22 (Sheet 1 of 2)

208BPHBUS-01

U.S.

5-55

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000
CARGO POD INSTALLED

FUEL AND TIME REQUIRED

MAXIMUM RANGE POWER (200-1000 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPAS, increase time by 1% and fuel by
2% or CABIN HEAT ON, increase time by 1% and fuel by 3%.

Figure 5-22 (Sheet 2)

5-56

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE
CARGO POD INSTALLED

CONDITIONS:

RANGE PROFILE
45 MINUTES RESERVE
2224 POUNDS USABLE FUEL

8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL
Zero Wind

.

NOTE
1. This chart allows for the fuel used for engine start, taxi, takeoff,
climb and descent. The distance during a maximum climb and
the distance during descent are included.
2. With INERTIAL SEPARATOR in BYPAS, decrease range by
2%, or with CABIN HEAT ON, decrease range by 3%.
Figure 5-23
208BPHBUS-01

U.S.

5-57

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000
CARGO POD INSTALLED

ENDURANCE PROFILE
45 MINUTES RESERVE
2224 POUNDS USABLE FUEL
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. This chart allows for the fuel used for engine start, taxi, takeoff,
climb and descent. The time during a maximum climb and the
time during descent are included.
2. With INERTIAL SEPARATOR in BYPAS, decrease endurance
by 2%, or with CABIN HEAT ON, decrease endurance by 3%.
Figure 5-24

5-58

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-25

208BPHBUS-01

U.S.

5-59

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-26 (Sheet 1 of 5)

5-60

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-26 (Sheet 2)
FAA APPROVED
208BPHBUS-00

U.S.

5-61

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-26 (Sheet 3)

5-62

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-26 (Sheet 4)
FAA APPROVED
208BPHBUS-00

U.S.

5-63

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-26 (Sheet 5)

5-64

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-27 (Sheet 1 of 5)

FAA APPROVED
208BPHBUS-00

U.S.

5-65

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-27 (Sheet 2)

5-66

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-27 (Sheet 3)
FAA APPROVED
208BPHBUS-00

U.S.

5-67

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-27 (Sheet 4)

5-68

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-27 (Sheet 5)
FAA APPROVED
208BPHBUS-00

U.S.

5-69

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-28 (Sheet 1 of 3)

5-70

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-28 (Sheet 2)
FAA APPROVED
208BPHBUS-00

U.S.

5-71

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-28 (Sheet 3)

5-72

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-29
FAA APPROVED
208BPHBUS-00

U.S.

5-73

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-30

5-74

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-31
FAA APPROVED
208BPHBUS-00

U.S.

5-75

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-32

5-76

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-33
FAA APPROVED
208BPHBUS-00

U.S.

5-77

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-34

5-78

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-35 (Sheet 1 or 2)

208BPHBUS-01

U.S.

5-79

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-35 (Sheet 2)

5-80

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-36 (Sheet 1 of 12)

208BPHBUS-01

U.S.

5-81

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-36 (Sheet 2)

5-82

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-36 (Sheet 3)

208BPHBUS-01

U.S.

5-83

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-36 (Sheet 4)

5-84

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-36 (Sheet 5)

208BPHBUS-01

U.S.

5-85

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-36 (Sheet 6)

5-86

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-36 (Sheet 7)

208BPHBUS-01

U.S.

5-87

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-36 (Sheet 8)

5-88

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-36 (Sheet 9)

208BPHBUS-01

U.S.

5-89

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-36 (Sheet 10)

5-90

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-36 (Sheet 11)

208BPHBUS-01

U.S.

5-91

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-36 (Sheet 12)

5-92

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-37 (Sheet 1 of 7)

208BPHBUS-01

U.S.

5-93

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-37 (Sheet 2)

5-94

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-37 (Sheet 3)

208BPHBUS-01

U.S.

5-95

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-37 (Sheet 4)

5-96

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-37 (Sheet 5)

208BPHBUS-01

U.S.

5-97

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-37 (Sheet 6)

5-98

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-37 (Sheet 7)

208BPHBUS-01

U.S.

5-99

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

WITHOUT CARGO POD

FUEL AND TIME REQUIRED

MAXIMUM CRUISE POWER (40-200 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPASS, increase time by 4% and fuel
by 2%, or CABIN HEAT ON, increase time by 3% and fuel by 2%.

Figure 5-38 (Sheet 1 of 2)

5-100

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

WITHOUT CARGO POD

FUEL AND TIME REQUIRED

MAXIMUM CRUISE POWER (200-1000 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPASS, increase time by 5% and fuel
by 2%, or CABIN HEAT ON, increase time by 4% and fuel by 3%.

Figure 5-38 (Sheet 2)

208BPHBUS-01

U.S.

5-101

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000
WITHOUT CARGO POD

FUEL AND TIME REQUIRED

MAXIMUM RANGE POWER (40-200 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

.

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPASS, increase time by 1% and fuel
by 2%, or CABIN HEAT ON, increase time by 1% and fuel by 3%.

Figure 5-39 (Sheet 1 of 2)

5-102

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE
WITHOUT CARGO POD

FUEL AND TIME REQUIRED

MAXIMUM RANGE POWER (200-1000 Nautical Miles)
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

.

NOTE
1. Fuel required includes the fuel used for engine start, taxi, takeoff,
maximum climb from sea level, descent to sea level and 45 minutes
reserve. Time required includes the time during a maximum climb and
descent.
2. With INERTIAL SEPARATOR in BYPASS, increase time by 1% and fuel
by 2%, or CABIN HEAT ON, increase time by 1% and fuel by 3%.

Figure 5-39 (Sheet 2)

208BPHBUS-01

U.S.

5-103

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000
WITHOUT CARGO POD

CONDITIONS:

RANGE PROFILE
45 MINUTES RESERVE
2224 POUNDS USABLE FUEL

8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL
Zero Wind

NOTE
1. This chart allows for the fuel used for engine start, taxi, takeoff,
climb and descent. The distance during a maximum climb and
the distance during descent are included.
2. With INERTIAL SEPARATOR in BYPASS, decrease range by
2%, or CABIN HEAT ON, decrease range by 3%.
Figure 5-40
5-104

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE
WITHOUT CARGO POD

ENDURANCE PROFILE
45 MINUTES RESERVE
2224 POUNDS USABLE FUEL
CONDITIONS:
8750 Pounds
1900 RPM

Standard Temperature
INERTIAL SEPARATOR NORMAL

NOTE
1. This chart allows for the fuel used for engine start, taxi, takeoff,
climb and descent. The time during a maximum climb and the
time during descent are included.
2. With INERTIAL SEPARATOR in BYPASS, decrease
endurance by 2%, or CABIN HEAT ON, decrease endurance
by 3%.
Figure 5-41
208BPHBUS-01

U.S.

5-105

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-42

5-106

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-43 (Sheet 1 of 5)

FAA APPROVED
208BPHBUS-00

U.S.

5-107

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-43 (Sheet 2)

5-108

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-43 (Sheet 3)
FAA APPROVED
208BPHBUS-00

U.S.

5-109

SECTION 5
PERFORMANCE

CESSNA
MODEL 208B G1000

Figure 5-43 (Sheet 4)

5-110

U.S.

FAA APPROVED
208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 5
PERFORMANCE

Figure 5-43 (Sheet 5)
FAA APPROVED
208BPHBUS-00

U.S.

5-111/5-112

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

WEIGHT AND BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Airplane Weighing Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Sample Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Airplane Weighing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Weight and Balance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
Weight and Balance Plotter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Weight and Balance Record (Load Manifest) . . . . . . . . . . . . . . . 6-11
Crew and Passenger Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Baggage/Cargo Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Cabin Cargo Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Cargo Pod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Maximum Zone/Compartment Loadings . . . . . . . . . . . . . . . . . . . 6-22
Center of Gravity Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Cargo Load Restraint. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Prevention of Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-24
Transportation of Hazardous Materials . . . . . . . . . . . . . . . . . . . . 6-26
Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
Cabin Internal Dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Pod Internal Dimensions and Load Markings . . . . . . . . . . . . . . . . . 6-29
Cabin Internal Load Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Cargo Barrier and Barrier Nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Cargo Partition Net . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-32
Maximum Cargo Sizes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-33
Cargo Tie-Down Attachments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-34
Cabin Internal Loading Arrangements . . . . . . . . . . . . . . . . . . . . . . . 6-36
Cargo Pod Loading Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . 6-39
Loading-Tie-Down by Zone and Load . . . . . . . . . . . . . . . . . . . . . . . 6-40
Typical Cargo Restraint Methods. . . . . . . . . . . . . . . . . . . . . . . . . . . 6-41
Weight and Moment Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-42
Sample Loading Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-49
Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-51
Center of Gravity Moment Envelope . . . . . . . . . . . . . . . . . . . . . . . . 6-52

208BPHBUS-00

U.S.

6-1/6-2

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for
reference. Procedures for calculating the weight and moment for
various operations are also provided.
In order to achieve the performance and flight characteristics which are
designed into the airplane, it must be flown within approved weight and
center of gravity limits. although the airplane offers flexibility of loading,
it cannot be flown with full fuel tanks and a full complement of
passengers or a normal crew and both cabin and cargo pod (if
installed) loading zones filled to maximum capacity. The pilot must
utilize the loading flexibility to ensure the airplane does not exceed its
maximum weight limits and is loaded within the center of gravity range
before takeoff.
Weight is important because it is a basis for many flight and structural
characteristics. As weight increases, takeoff speed must be greater
since stall speeds are increased, the rate of acceleration decreases,
and the required takeoff distance increases. Weight in excess of the
maximum takeoff weight may be a contributing factor to an accident,
especially when coupled with other factors such as temperature, field
elevation, and runway conditions, all of which may adversely affect the
airplane’s performance. Climb, cruise, and landing performance will
also be affected. Flights at excess weight are possible, and may be
within the performance capability of the airplane, but loads for which
the airplane was not designed may be imposed on the structure,
especially during landing.
The pilot should routinely determine the balance of the airplane since it
is possible to be within the maximum weight limit and still exceed the
center of gravity limits. An airplane loading which exceeds the forward
center of gravity limit may place heavy loads on the nose wheel, and
the airplane will be slightly more difficult to rotate for takeoff or flare for
landing. If the center of gravity is too far aft, the airplane may rotate
prematurely on takeoff, depending on trim settings.
(Continued Next Page)

208BPHBUS-00

U.S.

6-3

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

AIRPLANE WEIGHING FORM

Figure 6-1
6-4

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

WEIGHT AND BALANCE RECORD

Figure 6-2
208BPHBUS-00

U.S.

6-5

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

INTRODUCTION (Continued)
A properly loaded airplane, however, will perform as intended. Before
the airplane is licensed, a basic empty weight, center of gravity (C.G.)
and moment are computed. Specific information regarding the weight,
arm, moment, and installed equipment for this airplane as delivered
from the factory can be found in the plastic envelope in the back of this
POH/AFM. Using the basic empty weight and moment, the pilot can
determine the weight and moment for the loaded airplane by computing
the total weight and moment and then determining whether they are
within the approved Center of Gravity Moment Envelope
WARNING

It is the responsibility of the pilot to make sure that
the airplane is loaded correctly. Operation outside
of prescribed weight and balance limitations could
result in an accident and serious or fatal injury.

AIRPLANE WEIGHING PROCEDURES
1. Preparation:
a. Remove all snow, ice or water which may be on the
airplane.
b. Inflate tires to recommended operating pressure.
c. Lock open fuel tank sump quick-drains and fuel reservoir
quick-drain to drain all fuel.
d. For aircraft with non-standard (optional) equipment installed,
see the appropriate POH/AFM supplement for additional
weighing procedures.
e. Service engine oil as required to obtain a normal full
indication (MAX HOT or MAX COLD, as appropriate, on
dipstick).
f. Slide to move pilot and front passenger seats to position the
seat locking pins on the back legs of each seat at Fuselage
Station 145.0. Aft passenger seats (if installed) have
recommended fixed positions and should be located, using
a Fuselage Station location code on the seat rails, as
described in the Cabin Internal Loading Arrangements
figure. In the event the aft seats were moved to
accommodate a custom loading, they should be returned to
the standard locations prior to weighing.
g. Raise flaps to fully retracted positions.
h. Place all control surfaces in neutral position.
(Continued Next Page)
6-6

U.S.

208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

AIRPLANE WEIGHING PROCEDURES (Continued)
2. Leveling:
a. Place scales under each wheel (minimum scale capacity,
2000 pounds nose, 4000 pounds each main). The main
landing gear must be supported by stands, blocks, etc., on
the main gear scales to a position at least four inches higher
than the nose gear as it rests on an appropriate scale. This
initial elevated position will compensate for the difference in
waterline station between the main and nose gear so that
final leveling can be accomplished solely by deflating the
nose gear tire.
b. Deflate the nose tire to properly center the bubble in the
level (see Airplane Weighing Form). Since the nose gear
strut contains an oil snubber for shock absorption rather
than an air/oil strut, it can not be deflated to aid in airplane
leveling.
3. Weighing:
a. Weigh airplane in a closed hangar to avoid errors caused by
air currents.
b. With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare from each
reading.
4. Measuring:
a. Obtain measurement A by measuring horizontally (along
airplane centerline) from a line stretched between the main
wheel centers to a plumb bob dropped from the center of the
nose jack point located below the firewall and housed within
the nose strut fairing.
b. Obtain measurement B by measuring horizontally and
parallel to the airplane centerline, from center of nose wheel
axle, left side, to a plumb bob dropped from the line between
the main wheel centers. Repeat on right side and calculate
the average of the measurements.
5. Using weights from step 3 and measurements from step 4, the
airplane weight and C.G. can be determined.
6. Basic Empty Weight may be determined by completing the
Airplane Weighing Form in this section.

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CESSNA
MODEL 208B G1000

WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within
the prescribed weight and center of gravity limitations. To figure weight
and balance, use the sample Loading Problem, Weight and Moment
Tables, and Center of Gravity Moment Envelope as follows:
1. Take the basic empty weight and moment from appropriate
weight and balance records carried in your airplane, and enter
them in the column titled, “YOUR AIRPLANE” on the Sample
Loading Problem.
NOTE
In addition to the basic empty weight and moment noted on
these records, the C.G. arm (Fuselage Station) is also
shown, but need not be used on the Sample Loading
Problem. the moment which is shown must be divided by
1000 and this value used as the moment/1000 on the
loading problem.
2. Use the Weight and Moment Tables to determine the moment/
1000 for each additional item to be carried, then list these on the
loading problem.
NOTE
Information on the Weight and Moment Tables for different
fuel grades is based on average fuel density at fuel
temperatures of 60°F. However, fuel weight increases
approximately 0.1 pounds per gallon for each 25°F
decrease in fuel temperature. Therefore, when
environmental conditions are such that the fuel temperature
is different than shown in the chart heading, a new fuel
weight calculation should be made using the 0.1 pounds
per gallon increase in fuel weight for each 25°F decrease in
fuel temperature. Assume the tanks are completely filled
and the fuel temperature is at 35°F (25°F below the 60°F
noted on the chart).
(Continued Next Page)

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WEIGHT AND BALANCE (Continued)
3. Calculate the revised fuel weight by multiplying the total usable
fuel by the sum of the average density (stated on chart) plus the
increase in density estimated for the lower fuel temperature. In
this particular sample, as shown by the calculation below, the
resulting fuel weight increase due to lower fuel temperature will
be 33.6 pounds over the 2224 pounds (for 332 gallons) shown
on the chart, which might be significant in an actual loading
situation:
332 gallons X (6.7 + 0.1 pounds per gallon) = 2257.6 pounds
revised fuel weight.
Then calculate the revised fuel moment. the revised moment is
in direct proportion to the revised fuel weight:
X (revised moment)
451.7 (average moment)

=

2257.6 (revised weight)
2224 (average weight)

X = (451.7 X 2257.6) / 2224
The revised moment of X = 458.5. This value would be used on
the Sample Loading Problem as the moment/1000 in conditions
represented by this sample.
(Continued Next Page)

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MODEL 208B G1000

WEIGHT AND BALANCE (Continued)
NOTE
Information on the Weight and Moment Tables for crew,
passenger, and cargo is based on the pilot and front
passenger sliding seats positioned for average occupants
(e.g., Fuselage Station 135.5), the aft passenger fixed seats
(if installed) in the recommended position, and the baggage
or cargo uniformly loaded around the center (e.g., Fuselage
Station 172.1 in Zone 1) of the zone fore and aft boundaries
(e.g., Fuselage Stations 155.4 and 188.7 in Zone 1) shown
on the Cabin Internal Loading Arrangements figure. For
loadings which may differ from these, the Loading
Arrangements figure and Sample Loading Problem lists
Fuselage Stations for these items to indicate their forward
and aft C.G. range limitations. Additional moment
calculations, based on the actual weight and C.G. arm
(Fuselage Station) of the item being loaded, must be made
if the position of the load is different from that shown on the
Weight and Moment Tables. For example, if seats are in
any position other than stated on the Cabin Internal
Loading Arrangements figure, the moment must be
calculated by multiplying the occupant weight times the arm
in inches. A point nine inches forward of the intersection of
the seat bottom and seat back (with cushions compressed)
can be assumed to be the occupant C.G. For a reference in
determining the arm, the forward face of the raised aft
cargo floor is Fuselage Station 332.0.
Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point
falls within the envelope, and if the loading is acceptable.
WARNING

It is the responsibility of the pilot to ensure that the
airplane is loaded properly. Operation outside of
prescribed weight and balance limitations could
result in an accident and serious or fatal injury.
(Continued Next Page)

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MODEL 208B G1000

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WEIGHT AND BALANCE PLOTTER
A Weight and Balance Plotter is available to quickly determine the
weight and balance of the airplane when loading cargo. If the plotter
shows a marginal condition developing, or if there is a question
concerning the results in any way, then a more precise weight and
balance should be determined using the weight and balance procedure
in this section. Instructions for use of the plotter are included on the
plotter.

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)
A Weight and Balance Record (Load Manifest) is available for
recording the cargo loading configuration of each flight and verifying
that the airplane weight and takeoff center of gravity in terms of %
Mean Aerodynamic Chord (MAC) is acceptable. A sample of this record
is shown in this section. The procedure for using this record is
summarized below.
1. Enter flight date and number, point of departure and destination,
and airplane identification in spaces provided.
2. Enter weight of cargo in each cabin cargo zone in appropriate
ITEM WEIGHT spaces. Total cabin cargo weights in space
provided as a check that maximum allowable cabin cargo weight
of 3400 pounds is not exceeded. Refer to other portions of the
POH/AFM for additional limitations which must be observed.
3. Enter weight of cargo in cargo pod and weight of pilot, copilit, and
TKS fluid (if installed).
4. Complete ITEM INDEX column for all cargo, pilot, passenger, and
TKS fluid (if installed) by referring to adjacent WEIGHT INDICES
listing. For each cargo or personnel weight recorded previously,
read across horizontally to the vertical column having an identical
weight at the top. The number shown at this intersection is the
weight index for the recorded weight. As an example, 300 pounds
of cargo loaded in cabin Zone 1 has a weight index of 988, and
this number should be entered under ITEM INDEX for cabin Zone
1.
(Continued Next Page)

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MODEL 208B G1000

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)
(Continued)
NOTE
If weight to be loaded does not match one of the weight
increments provided, and a more precise weight index is
needed, use the LOAD ITEM INDEX formula on the
backside of the Weight and Balance Record (Load
Manifest) to calculate the index. However, as shown in the
sample calculation below for a 315-pound load (instead of
300 pounds) in cabin Zone 1, minor weight variables do not
affect the weight index significantly. The ARM used in the
following calculation is the centroid of cabin Zone 1 as
shown on the diagram on the backside of the record.
315 X (172.1 - 192) = -12.5
500
1000 - 12.5 = 987.5
The weight index of 987.5, when rounded to the next highest
number, would still result in the 988 given in the example above
for a 300-pounds load.
5. Add weight of pod cargo, pilot, passenger, and TKS fluid (if
installed) to sub-total weight for cabin cargo and enter this value
as the weight of the total payload; the sum of all item indices
recorded is the item index for the total payload. For calculation
purposes, enter only the last three digits of the total in the ITEM
INDEX columns.
6. Enter basic empty weight (from airplane weight and balance
information) in ITEM WEIGHT column for aircraft empty weight.
Calculate weight index using the BASIC AIRPLANE INDEX
formula on the backside of the Weight and Balance Record (Load
Manifest). The sample calculation below is for an airplane with a
basic empty weight of 5005 pounds and a C.G. arm of 185.69.
5005 X (185.69 - 192) + 500 = 436.84
500
In the aircraft empty weight spaces for the airplane in this
sample, a weight of 5005 and an index of 437 would be entered.
(Continued Next Page)

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MODEL 208B G1000

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WEIGHT AND BALANCE RECORD (LOAD MANIFEST)
(Continued)
7. Add aircraft empty weight and index to payload weight and index
to acquire a zero fuel weight and index. A plot of this weight and
index on the adjacent chart indicates the location of the zero fuel
weight center of gravity in terms of % MAC. A C.G. % MAC space
is provided to enter this value. If the zero fuel weight C.G. falls
well within clear area of chart envelope, the loading will likely be
acceptable. however, if the C.G. at this weight fall near or within
shaded area, a careful recheck of the loading and C.G. is
important.
8. The weight available for takeoff fuel is the difference between
zero fuel weight and takeoff weight. A FUEL INDICES table at
bottom of Weight and Balance Record (Load Manifest) provides
an index for the weight of fuel to be carried. The fuel weight and
this index should be entered for takeoff fuel. When calculating
takeoff fuel, 35 pounds of additional fuel can be allowed as taxi
fuel under average conditions. A space for taxi fuel weight is
provided.
9. Add takeoff fuel weight and index to zero fuel weight and index to
acquire a takeoff weight and index which can be plotted to
determine the takeoff C.G. location in terms of % MAC. A C.G. %
MAC space is provided for this value.
10.Enter 8750 pounds as the maximum allowable takeoff weight for
this airplane. The additional 35 pounds of taxi fuel provides a
maximum ramp weight of 8785 pounds.

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MODEL 208B G1000

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

Figure 6-3 (Sheet 1 of 2)

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MODEL 208B G1000

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WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

Figure 6-3 (Sheet 2)

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CESSNA
MODEL 208B G1000

CREW AND PASSENGER LOADING
The pilot and front passenger positions in all airplanes have six-way
adjustable seats. These seats slide fore and aft on tracks that have
adjustment holes for seat position.
The Passenger Version has aft passenger seating with two
configurations of Commuter Seating.
The first Commuter Seating configuration has three individual, fixedposition passenger seats in the left side of the cabin, and three two
place fixed-position, bench seats located in the right side of the cabin in
a side-by-side arrangement.
The second Commuter Seating configuration includes four individual,
fixed-position, passenger seats on the left side of the cabin and four
individual, fixed-position passenger seats on the right side of the cabin
in a side-by-side arrangement.
WARNING

None of the airplane seats are approved for
installation facing aft.

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MODEL 208B G1000

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BAGGAGE/CARGO LOADING
CABIN CARGO AREA
Cargo may be carried in the cabin of either the Cargo Version or the
Passenger Version. The cabin interior of the Cargo Version is
specifically equipped for the carriage of cargo. However, after seat
removal and the installation of miscellaneous equipment, the
Passenger Version will also fulfill the requirements of cargo missions.
The following paragraphs generally describe the cargo area of both
versions.
To facilitate the carrying of large or bulky items, all aft seats (Passenger
Version Only) and the front passenger seat may be removed from the
airplane. If a cargo barrier and its three barrier nets are available for
installation, removal of the front passenger seat may not be desired.
Mission requirements will dictate whether the barrier is to be used and
the number of seats removed. If seats are removed for hauling cargo
and the cargo barrier and its nets added, the basic empty weight and
C.G. moment of the airplane should be adjusted so that these values
accurately represent the weight and moment of the airplane before
loading.
To calculate the new weight and moment, refer to the airplane
equipment list and acquire the weight and C.G. arm of each item of
equipment to be removed or added, then record these values on the
Sample Weight and Balance Record, to assist in the calculation. For
each item of equipment, multiply its weight by its C.G. arm to provide
the moment for that item. Subtract weights of removed items (seats)
and add weights of installed items (cargo barrier and its nets) to the
original basic empty weight to provide a new basic empty weight.
Likewise, subtract the moments of removed items and add the
moments of installed items to the original moment to provide a new
airplane moment. Remember that the moment value is to be divided by
1000 to reduce the number of digits. The new basic empty weight and
moment/1000 can be used as illustrated in the Sample Loading
Problem when figuring airplane loading with the selected items of
equipment removed/installed.
(Continued Next Page)

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MODEL 208B G1000

CABIN CARGO AREA (Continued)
With all seats except the pilot’s seat removed, a large cabin volume is
available for baggage/cargo. If a cargo barrier is installed, the total
volume available for cargo behind the barrier is 340 cubic feet. Cargo
can be loaded through the large, almost square, two-piece cargo door.
The floor is flat from the firewall at Fuselage Station 100.0, except in the
rudder pedal area, to the aft side of the cargo door (Fuselage Station
332.0), and has a 200 pound per square foot allowable loading.
Strategically located nutplates are provided which will allow the
installation of plywood flooring (standard equipment on Cargo Versions)
for ease of loading and distribution of concentrated loads. Between
Fuselage Stations 332.0 and 356.0, additional cargo space with a
capacity of 320 pounds is provided on a floorboard raised
approximately five inches above the main floorboard.
In the area of the removed front passenger seat, “I” section seat tracks
are installed from Fuselage Station 125.00 to 159.98, and tie-down
block assemblies which clamp to the tracks can be installed to serve as
tie-down attach points. From Fuselage Station 158.00 aft to the raised
baggage/cargo floor, seat tracks are provided and are designed to
receive quick-release tie-down fittings which can be snapped into the
tracks at intervals of 1 inch. The raised baggage/cargo floor contains
eight anchor plates to which quick-release tie-down fittings can be
attached. If rope, cable or other fittings are used for tie-downs, they
should be rated at a minimum of 2100 pounds when used with all
fittings noted in the table on the Cargo Tie-Down Attachments figure,
except the double-stud quick-release tie-downs which require a 3150
pound rating. Maximum allowable cargo loads will be determined by
the individual zone weight limitation and by the airplane weight and
C.G. limitations. The number of tie-downs required is dependent on the
load(s) to be secured. The Cargo Tie-Down Attachments figure, shows
the maximum allowable cargo weight for each type of cargo tie-down
attachment.
On Cargo Versions, the sidewalls in the cargo area are marked with
vertical lines to facilitate the identification of six loading zones.
Markings located on the sidewalls between the lines identify each zone
by number and display the maximum load which can be carried within
the zones. Refer to Cabin Internal Load Markings (Cargo Version)
figure for maximum zone weight limits.
(Continued Next Page)

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WEIGHT & BALANCE/EQUIPMENT LIST

CABIN CARGO AREA (Continued)
CAUTION

The maximum load values marked in each zone are
predicated on all cargo being tied down within the
zones.
On Cargo Versions, a horizontal line labeled “75%” is prominently
marked along each sidewall as a loading reference. As indicated on a
placard on the lower cargo door, zones forward of the last loaded zone
must be at least 75% full by volume. Whenever possible, each zone
should be loaded to its maximum available volume prior to loading the
next zone. An additional placard located on the right sidewall between
Zones 5 and 6 cautions that if the load in Zone 5 exceeds 400 pounds,
a cargo partition net (if available) is required aft of the load or the load
must be secured to the floor.
A cargo barrier and three barrier nets may be installed directly behind
the pilot’s and front passenger’s seats. The barrier and nets preclude
loose cargo from moving forward into the pilot’s and front passenger’s
stations during an abrupt deceleration. The barrier consists of a Ushaped assembly of honeycomb composite construction. The
assembly attaches to the four pilot and front passenger seat rails at the
bottom at Fuselage Station 153.0 and to cabin top structure at
approximately Fuselage Station 166.0. The cargo barrier nets consist of
three nets, one for the left sidewall, one for the right sidewall, and one
for the center. The left and right nets fill in the space between the
barrier assembly and the airplane sidewalls. The side nets are fastened
to the airplane sidewalls and the edge of the barrier with six quickrelease fasteners each, three on each side. The center net fills in the
opening in the top center of the barrier. The center net is fastened with
four fasteners, two on each side. Horizontal lines labeled 75% are
marked on the aft side of the cargo barrier. Placards above the
horizontal lines caution that the maximum allowable load behind the
barrier is 3400 pounds total, and that zones forward of the last loaded
zone must be at least 75% full by volume. Refer to the Cargo Barrier
and Barrier Nets figure for additional details.
(Continued Next Page)

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MODEL 208B G1000

CABIN CARGO AREA (Continued)
WARNING

•

When utilized, the cargo barrier and its attached
nets provide cargo forward crash load restraint
and protection of the pilot and front passenger;
however, the cargo must still be secured to
prevent it from shifting due to takeoff, flight,
landing,
and
taxi
accelerations
and
decelerations. On the passenger version, if
passengers, as well as cargo, are located aft of
the barrier, cargo placement must allow
movement and exit of the passengers and the
cargo must be secured for crash load restraint
conditions. Refer to Cargo Load Restraint in this
section for additional information concerning
cargo restraint with and without a cargo barrier.

•

Make sure the barrier net fasteners are secured
for takeoff, flight, and landing operations, and
are momentarily detached only for movement of
the nets for loading or unloading of items
through the crew area.

Cargo partition nets are available and can be installed to divide the
cargo area into convenient compartments. Partitions may be installed in
all of the five locations at Fuselage Stations 188.7, 246.8, 282.0, 307.0
and 332.0. The cargo partitions are constructed of canvas with nylon
webbing reinforcement straps crisscrossing the partition for added
strength. The ends of the straps have quick-release fasteners which
attach to the floor tracks and two floor-mounted anchor plates located
just forward of the raised cargo floor and other anchor plates on the
sidewalls and ceiling. Four straps have adjustable buckles for
tightening the straps during installation of the partition. Refer to the
Cargo Partition Nets figure for additional details.
Zones divided by cargo partitions can be loaded without additional tiedowns if a total loaded density for each partitioned zone does not
exceed 7.9 pounds per cubic foot and the zone is more than 75% full.
Cargo loading that does not meet these requirements must be secured
to the cabin floor.
(Continued Next Page)

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CABIN CARGO AREA (Continued)
CAUTION

The maximum cargo partition load is the sum of any
two zones. No more than two adjacent zones can be
divided by one partition. The partitions are designed to
prevent the cargo from shifting forward and aft in flight.
They should not be considered adequate to withstand
crash loads and do not replace the need for a cargo
barrier.
Various tie-down belt assemblies and tie-down ring anchors are
available for securing cargo within the airplane. The belts may also be
used for tying down the airplane. A standard configuration is offered
and contains three 3000-pound rated belt assemblies with ratchet-type
adjusters and six single-stud, quick-release tie-down ring anchors. A
heavy-duty configuration consists of three 5000-pound rated belts with
ratchet-type adjusters and six double-stud, quick-release anchors.
Three 5000-pound rated belts with over center-type locking devices are
also available for heavy-duty use. The six single-stud and double-stud
tie-down ring anchors are also available separately. The single-stud
anchors can be attached to any tie-down point in the airplane which
isn’t placarded for attachment for partition nets only, whereas the
double-stud anchors can be attached to the aft seat tracks only. See
the Cargo Tie-Down Attachments figure for maximum load ratings and
tie-down ring anchor spacing restrictions.
Refer to Maximum Zone/Compartment Loading for maximum zone
weight limits.
(Continued Next Page)

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CESSNA
MODEL 208B G1000

CARGO POD
The airplane may be equipped with a 111.5 cubic foot capacity cargo
pod attached to the bottom of the fuselage. The pod is divided into four
compartments (identified as Zones A, B, C, and D) by bulkheads and
has a maximum floor loading of 30 pounds per square foot and
maximum load weight limit of 1090 pounds. Each compartment has a
loading door located on the left side of the pod. The doors are hinged at
the bottom, and each has two latches. When the latch handles are
rotated to the horizontal position with the doors closed, the doors are
secured. Refer to the Pod Internal Dimension and Load Markings and
Cargo Pod Loading Arrangements figures for additional details.

MAXIMUM ZONE/COMPARTMENT LOADINGS
Maximum zone loadings are as follows:
WEIGHT LIMITS (Pounds)
ZONE/
COMPARTMENT

VOLUME
(CUBIC
FEET)

*SECURED
BY
TIE-DOWNS

**UNSECURED
USING
PARTITIONS OR
IN CARGO POD

C.G.
(STATION
LOCATION)

FUSELAGE

1
2
3
4
5
6

52.9
109.0
63.0
43.5
40.1
31.5

1780
3100
1900
1380
1270
320

415
860
495
340
315
245

172.1
217.8
264.4
294.5
319.5
344.0

CARGO POD

A
B
C
D

23.4
31.5
27.8
28.8

---------

230
310
270
280

132.4
182.1
233.4
287.6

* THIS IS THE MAXIMUM CARGO ALLOWED IN THE BAY INDICATED.
**DENSITY MUST BE 7.9 LBS/FT3 OR LESS AND BAY 75% OR MORE FULL.

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CENTER OF GRAVITY PRECAUTIONS
Since the airplane can be used for cargo missions, carrying various
types of cargo in a variety of loading configurations, precautions must
be taken to protect the forward and aft C.G. limits. Load planning should
include a careful comparison of the mission requirements with the
volume and weight limitation in each loading zone and the final airplane
C.G. Cargo loaded in the forward zones may need to be balanced by
loading cargo in one or more aft zones. Conversely, loadings can not
be concentrated in the rear of the airplane, but must be compensated
by forward cargo to maintain balance. Under ideal conditions, loadings
should be accomplished with heavy items on the bottom and the load
distributed uniformly around the C.G. of the cabin cargo area zone and/
or cargo pod compartment. Loading personnel must maintain strict
accountability for loading correctly and accurately, but may not always
be able to achieve an ideal loading. A means of protecting the C.G. aft
limit is provided by supplying an aft C.G. location warning area between
38.33% MAC and the maximum allowable aft C.G. of 40.33% MAC.
The warning area is indicated by shading on the Center of Gravity
Moment Envelope and C.G. Limits figures.
CAUTION

•

This shaded area should be used only if accurate
C.G. determination can be obtained.

•

Exercise caution while loading or unloading heavy
cargo through the cargo doors. An ideal loading in
every other respect can still cause tail tipping and
structural damage if proper weight distribution is
ignored. For example, heavy cargo loaded trough
the doors and placed momentarily in zones 4 and 5,
plus the weight of personnel required to move it to a
forward zone, could cause an out-of-balance
condition during loading.

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MODEL 208B G1000

CARGO LOAD RESTRAINT
PREVENTION OF MOVEMENT
Cargo restraint requires the prevention of movement in five principal
directions: forward, aft, upward (vertical), left (side), and right (side).
These movements are the result of forces exerted upon the cargo due
to acceleration or deceleration of the airplane in takeoffs and landings
as well as forces due to air turbulence in flight. Correct restraint
provides the proper relationship between airplane configuration (with or
without barrier), weight of the cargo, and the restraint required.
Restraint is required for flight, landing, taxi loads, and for crash loads.
Cargo must be tied down for flight, landing, and taxi load, and/or crash
load. When a cargo barrier is not installed, all cargo must be prevented
from movement in the five principal directions and secured to provide
crash load restraint. The maximum rated loads specified for loadings
without a barrier in the table in the Cargo Tie-Down Attachments figure
should be used for each tie-down. Consistent use of these loading
criteria is important, and it is the responsibility of the pilot to make sure
the cargo is restrained properly. When a cargo barrier is installed, cargo
aft of the barrier must also be secured to prevent movement in the five
principal directions, but only to the extent that shifting due to flight,
landing, and taxi loads is provided. The maximum rated loads specified
for loadings with a barrier installed shown in the table in the Cargo TieDown Attachments figure should be used for each tie-down. With a
barrier installed, all cargo must be loaded such that loading zones
forward of the last loaded zone must be 75% full by volume.
(Continued Next Page)

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PREVENTION OF MOVEMENT (Continued)
WARNING

In special loading arrangements which allow the
carriage of passengers as well as cargo behind the
barrier in the passenger version, all cargo must be
secured to prevent movement in the five principal
directions and provide the same crash load
restraint as though a barrier was not installed using
the maximum rated loads specified for loading
without a barrier. In this arrangement, cargo
placement must allow for movement and exit of the
passengers. The pilot must be responsible to make
sure proper load restraint in all loadings.
Refer to the Typical Cargo Restraint Methods figure for diagrams of
typical cargo tie-down methods for prevention of movement. Also, the
cargo partition nets available for the airplane can be installed at
Fuselage Stations 188.7, 246.8, 282.0, 307.0 and 332.0 to divide the
cabin cargo area into compartments. If the partitions are used, they
must be used in conjunction with the cargo barrier. Since partitions are
not designed to withstand crash loads, they cannot be considered as a
replacement for the barrier. Each partition will withstand the forward
and aft operational loads applied during takeoff, flight, and landing by
any two zones forward or aft of the partition. Use of the partitions will
allow loading of the zones without tying down cargo if the load density
is no more than 7.9 pounds per cubic foot and the zone is more than
75% full. Cargo loading that does not meet these requirements must be
secured to the cabin floor.
LOADING OF PIERCING OR PENETRATING ITEMS
Regardless of cargo location, items of a piercing or penetrating nature
shall be located so that other cargo is loaded between the barrier/nets,
cargo partitions, and rear wall and the piercing or penetrating items to
provide a buffer. The density of this cargo shall be sufficient to restrain
the piercing or penetrating items from passing through the barrier/nets,
partitions, and rear wall under critical emergency landing conditions. If
the condition cannot be complied with, the piercing or penetrating items
shall be tied down separately.

208BPHBUS-00

U.S.

6-25

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

TRANSPORTATION OF HAZARDOUS MATERIALS
Special protection of the airplane and training of personnel are key
considerations in conducting approved transportation of hazardous
materials.
Protection against hazardous materials has been provided in the
fuselage bilge area under the cargo compartment from Fuselage
Station 168.0 to 356.0, and these materials may be carried in any
location within this area.
In addition to the pilot-in-command and flight crew member (if used),
other personnel such as cargo receiving and loading personnel should
be properly trained concerning the acceptance, handling, storage,
loading and unloading of hazardous materials if these materials are to
be carried. Information and regulations pertaining to the air
transportation of hazardous materials is outlined in the Code of Federal
Regulation (CFR) Title 49 and in the International Civil Aviation
Organization (ICAO) Technical Instructions for the Safe Transport of
Dangerous Goods by Air. Additional details on training subject matter
and location references for this information are included in the Cargo
Loading Manual for this airplane. Some general guidelines important to
safe carriage of hazardous materials are also described in the Cargo
Loading Manual.

EQUIPMENT LIST
For a complete list of equipment installed in the airplane as delivered
from the manufacturer, refer to the equipment list furnished with the
airplane.

6-26

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CABIN INTERNAL DIMENSIONS (CARGO VERSION)

Figure 6-4 (Sheet 1 of 2)
208BPHBUS-00

U.S.

6-27

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

CABIN INTERNAL DIMENSIONS (PASSENGER
VERSION)

Figure 6-4 (Sheet 2)

6-28

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

POD INTERNAL DIMENSIONS AND LOAD MARKINGS

Figure 6-5
208BPHBUS-00

U.S.

6-29

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

CABIN INTERNAL LOAD MARKINGS
(CARGO VERSION)

Figure 6-6
6-30

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CARGO BARRIER AND BARRIER NETS

NOTE
1. Installation of the fire extinguisher on the cargo barrier is not
shown.
2. The cargo barrier and attached barrier nets must be installed
to provide forward crash load restraint.
3. The quick-release fasteners which secure the center and side
barrier nets allow momentary detachment of the nets for
loading and unloading of items through the crew area.
Figure 6-7
208BPHBUS-00

U.S.

6-31

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

CARGO PARTITION NETS

NOTE
1. Partition nets are available for installation at Fuselage Stations
188.7, 246.8, 282.0, 307.0 and 332.0.
2. If partitions are used, they must be used in conjunction with the
cargo barrier. Partitions are not designed to withstand crash loads,
therefore they cannot be considered as a replacement for the
barrier.
3. Each partition will withstand the forward and aft operational loads
applied during takeoff, flight, and landing by any two zones forward
or aft of the partition. Use of the partitions will allow loading of the
zones without tying down the cargo if the load density is no more
than 7.9 pounds per cubic foot and the zone is more than 75% full.
Cargo loading that does not meet these requirements must be
secured to the cabin floor.

Figure 6-8
6-32

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

MAXIMUM CARGO SIZES

NOTE
1. Approximately one inch clearance allowed from sidewall and
ceiling.
2. Subtract roller height and pallet thickness, if applicable.
Figure 6-9
208BPHBUS-00

U.S.

6-33

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

CARGO TIE-DOWN ATTACHMENTS

Figure 6-10 (Sheet 1 of 2)

6-34

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CARGO TIE-DOWN ATTACHMENTS

Figure 6-10 (Sheet 2)

208BPHBUS-00

U.S.

6-35

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

CABIN INTERNAL LOADING ARRANGEMENTS
(CARGO VERSION)

NOTE
1. *Pilot or front passenger center of gravity on adjustable seats
positioned for an average occupant with the seat locking pin
at Fuselage Station 145.0. Numbers in parentheses indicate
forward and aft limits of occupant center of gravity range.
2. **Cargo area center of gravity in Zones 1 thru 6 based on the
mid point of the zone.
3. Vertical lines marked on the cargo area sidewalls or the
forward face of the raised floor (Fuselage Station 332.0) can
be used as a convenient reference point for determining the
location of occupant or cargo Fuselage Station.
Figure 6-11 (Sheet 1 of 3)

6-36

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CABIN INTERNAL LOADING ARRANGEMENTS
(PASSENGER VERSION)

NOTE
1. *Pilot or front passenger center of gravity on adjustable seats
positioned for an average occupant with the seat locking pin at
Fuselage Station 145.0. Numbers in parentheses indicate forward
and aft limits of occupant center of gravity range.
2. **Cargo area center of gravity in Zones 1 thru 6 based on the mid
point of the zone.
3. The forward face of the raised floor (Fuselage Station 332.0) can
be used as a convenient reference point for determining the
location of occupant or cargo Fuselage Stations.
4. When a cargo barrier is installed, two-place Commuter seat 4 and
5 or individual Commuter seats 3 and 4 must be removed. Mission
requirements will dictate if any aft passenger seating is to remain
installed.

Figure 6-11 (Sheet 2)
208BPHBUS-00

U.S.

6-37

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

CABIN INTERNAL LOADING ARRANGEMENTS
(PASSENGER VERSION)

Figure 6-11 (Sheet 3)
6-38

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CARGO POD LOADING ARRANGEMENT

NOTE
1. *Cargo bay center of gravity in Zones A, B, C, and D.
2. Compartment bulkheads that separate Zones A and B (Station
154.75), Zones B and C (Station 209.35), and Zones C and D
(Station 257.35) can be used as a reference point for
determining the location of cargo Fuselage Station.
Figure 6-12
208BPHBUS-00

U.S.

6-39

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

LOADING/TIE-DOWN BY ZONE AND LOAD (OFFLOADING SEQUENCE)

NOTE
1. If cargo partitions are not utilized, individual loads must be
secured by adequate tie-downs over tarps.
2. Protection against hazardous materials has been provided in
the fuselage bilge area under the cargo compartment from
Fuselage Station 168.0 to 356.0. These materials can be
carried in any location within this area.
Figure 6-13
6-40

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

TYPICAL CARGO RESTRAINT METHODS

Figure 6-14
208BPHBUS-00

U.S.

6-41

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

Figure 6-15 (Sheet 1 of 7)

6-42

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

Figure 6-15 (Sheet 2)
208BPHBUS-00

U.S.

6-43

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

Figure 6-15 (Sheet 3)
6-44

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

Figure 6-15 (Sheet 4)
208BPHBUS-00

U.S.

6-45

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

Figure 6-15 (Sheet 5)
6-46

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

Figure 6-15 (Sheet 6)
208BPHBUS-00

U.S.

6-47

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

Figure 6-15 (Sheet 7)

6-48

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

Figure 6-16 (Sheet 1 of 2)

208BPHBUS-00

U.S.

6-49

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

Figure 6-16 (Sheet 2)

6-50

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CENTER OF GRAVITY LIMITS

WARNING

It is the responsibility of the pilot to make sure that
the airplane is loaded correctly. Operation outside
of prescribed weight and balance limitations could
result in an accident and serious or fatal injury.
Figure 6-17

208BPHBUS-00

U.S.

6-51

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

CESSNA
MODEL 208B G1000

CENTER OF GRAVITY MOMENT ENVELOPE

WARNING

•

Because loading personnel may not always be
able to achieve an ideal loading, a means of
protecting the C.G envelope is provided by
supplying an aft C.G. location warning (shaded
area) between 38.33% mac and the maximum aft
c.g. of 40.33% mac on the center of gravity
moment envelope. Points falling within this
shaded area should be used only if accurate
C.G. determination for cargo loadings can be
obtained.

•

It is the responsibility of the pilot to make sure
that the airplane is loaded correctly. Operation
outside of prescribed weight and balance
limitations could result in an accident and
serious or fatal injury.
Figure 6-18

6-52

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

SECTION 7
AIRPLANE & SYSTEMS
DESCRIPTIONS
TABLE OF CONTENTS
PAGE
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Cargo Pod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Trim Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Flight Control and Trim System. . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Garmin Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Panel Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Control Pedestal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Typical Instrument Panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Left Sidewall Switch and Circuit Breaker Panel . . . . . . . . . . . . . 7-17
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
Overhead Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Typical Left Sidewall Switch
and Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
CAS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Ground Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Minimum Turning Radius . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Wing Flap System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Landing Gear System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Baggage/Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Pilot's and Copilot's Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
Aft Passengers’ Seat (Commuter) (Passenger Version) . . . . . . . 7-27
Aft Passengers’ Seat (Utility) (Passenger Version) . . . . . . . . . . . 7-27
Headrests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Seat Belts and Shoulder Harnesses figure . . . . . . . . . . . . . . . . . 7-28
Seat Belts and Shoulder Harnesses . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Seat Belts, Strap, and Shoulder Harnesses (Pilot and Copilot’s
seats). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Cabin Entry Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Crew Entry Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Passenger Entry Door (Passenger Version Only). . . . . . . . . . . . 7-34
(Continued Next Page)

208BPHBUS-00

U.S.

7-1

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

TABLE OF CONTENTS (Continued)
Page
Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
Cabin Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Typical Engine Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Emergency Power Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
Propeller Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
Fuel Condition Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
Quadrant Friction Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-46
Engine Instrument System (EIS) . . . . . . . . . . . . . . . . . . . . . . . . 7-46
Torque Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
Propeller RPM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
ITT Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-47
Gas Generator RPM Indications . . . . . . . . . . . . . . . . . . . . . . 7-47
Fuel Flow Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Oil Temperature Gage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
New Engine Break-In and Operation . . . . . . . . . . . . . . . . . . . . . . . 7-48
Engine Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Ignition System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Air Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-51
Inertial Separator System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-52
Engine Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-54
Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-54
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55
Starting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
Engine Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
Ng Tachometer-Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
Propeller Tachometer-Generator . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Torquemeter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Interstage Turbine Temperature Sensing System . . . . . . . . . . . 7-58
Propeller Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
(Continued Next Page)

7-2

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

TABLE OF CONTENTS (Continued)
Page
Propeller Overspeed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Engine Fire Detection System. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Engine Gear Reduction System . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Oil Breather Drain Can . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-61
Overspeed Governor Test Switch . . . . . . . . . . . . . . . . . . . . . . . . 7-62
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
Fuel System Figure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
Fuel Quantity Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
Firewall Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
Fuel Tank Selectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
Fuel Selectors off Warning System . . . . . . . . . . . . . . . . . . . . . . . 7-66
Fuel Boost Pump Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
Fuel Flow Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
Fuel Quantity Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
Wing Tank Fuel Low CAS Message . . . . . . . . . . . . . . . . . . . . . . 7-67
Reservoir Fuel Low CAS Message . . . . . . . . . . . . . . . . . . . . . . . 7-68
Fuel Pressure Low Warning CAS Message . . . . . . . . . . . . . . . . 7-68
Fuel Boost Pump On CAS Message. . . . . . . . . . . . . . . . . . . . . . 7-68
Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
Fuel Drain Can . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69
Fuel Pump Drain Reservoir. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-69
Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
Standby Electrical System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
Generator Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
Ground Power Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
Starter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
Generator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
Standby Alternator Power Switch . . . . . . . . . . . . . . . . . . . . . . . . 7-73
Avionics Power Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
Avionics Standby Power Switch . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
Avionics Bus Tie Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
Typical Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75
(Continued Next Page)

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

TABLE OF CONTENTS (Continued)
Page
External Power Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
Voltage and Amperage Display . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
Ground Service Plug Receptacle. . . . . . . . . . . . . . . . . . . . . . . . 7-79
Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
Exterior Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
Navigation Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Taxi/Recognition Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Strobe Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Flashing Beacon Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
Courtesy Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
Garmin Displays, Optional ADF, and
HF Displays (if installed). . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
Standby Indicator Control Knob . . . . . . . . . . . . . . . . . . . . . . . 7-82
Switch/Circuit Breaker Panel Control Knob . . . . . . . . . . . . . . 7-82
Circuit Breaker/Pedestal/Overhead Panel Knob . . . . . . . . . . 7-82
Left Flood Lighting Control Knob . . . . . . . . . . . . . . . . . . . . . . 7-82
Right Flood Lighting Control Knob. . . . . . . . . . . . . . . . . . . . . 7-82
Control Wheel Maplight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-82
Cabin Lights without Timer (208B Passenger) . . . . . . . . . . . 7-83
Cabin Lights with Timer (if installed) . . . . . . . . . . . . . . . . . . . 7-83
Cabin Lights with Timer (Super Cargomaster) . . . . . . . . . . . 7-83
Passenger Reading Lights (Passenger Version Only). . . . . . 7-84
No Smoke/Seat Belt Sign (Passenger Version Only) . . . . . . 7-84
Cabin Heating, Ventilating And Defrosting System . . . . . . . . . . . . 7-84
Bleed Air Heat Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85
Temperature Selector Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85
Cabin Heating, Ventilating and
Defrosting System (Cargo Version) figure . . . . . . . . . . . . . . . 7-86
Mixing Air Push-Pull Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-88
Aft/Forward Cabin Push-Pull Control. . . . . . . . . . . . . . . . . . . . . 7-89
Defrost/Forward Cabin Push-Pull Control . . . . . . . . . . . . . . . . . 7-89
Cabin Heat Firewall Shutoff Knob . . . . . . . . . . . . . . . . . . . . . . . 7-89
Vent Air Control Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-90
Instrument Panel Vent Knobs . . . . . . . . . . . . . . . . . . . . . . . . . . 7-90
Ventilating Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-90
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-90
(Continued Next Page)
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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

TABLE OF CONTENTS (Continued)
Page
Pitot-Static System And Instruments . . . . . . . . . . . . . . . . . . . . . . . . 7-91
Airspeed Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-92
Vertical Speed Indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-92
Altimeter (Standby Instrument Panel) . . . . . . . . . . . . . . . . . . . . . 7-92
Vacuum System and Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
Attitude Indicator (Standby Instrument Panel). . . . . . . . . . . . . . . 7-93
Low-Vacuum Warning Flag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
Typical Vacuum System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-94
Stall Warning System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-95
Avionics Support Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-96
Avionics Cooling Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-96
Microphone-Headset Installations . . . . . . . . . . . . . . . . . . . . . . . 7-96
Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97
12 VDC Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97
Auxiliary Audio Input Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
Cabin Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
Cabin Fire Extinguisher. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
Sun Visors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-99
Chart and Storage Compartments. . . . . . . . . . . . . . . . . . . . . . . . 7-99
Miscellaneous Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-99
Engine Inlet Covers and Propeller Anchors . . . . . . . . . . . . . . . . 7-99
Crew Entry Step Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-100
Cargo Barrier and Nets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-100
Cargo Partitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-100
Cargo Door Restraining Net . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-100
Cargo/Airplane Tie-down Equipment . . . . . . . . . . . . . . . . . . . . 7-101
Hoisting Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-101
Relief Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-101
Oil Quick-drain Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-101

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CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

INTRODUCTION
This section provides description and operation of the airplane and its
systems. Refer to Section 9, Supplements for details of other
supplemental systems and equipment.
WARNING

Complete familiarity with the airplane and its
systems will not only increase the pilot's
proficiency and ensure optimum operation, but
could provide a basis for analyzing system
malfunctions in case an emergency is encountered.
Information in this section will assist in that
familiarization. The responsible pilot will want to be
prepared to make proper and precise responses in
every situation.

AIRFRAME
The airplane is an all-metal, high-wing, single-engine airplane equipped
with tricycle landing gear and designed for general utility purposes. The
construction of the fuselage is a conventional formed sheet metal
bulkhead, stringer, and skin design referred to as semimonocoque.
Major items of structure are the front and rear carry-through spars to
which the wings are attached, a bulkhead and forgings for main landing
gear attachment and a bulkhead with attaching plates at its base for the
strut-to-fuselage attachment of the wing struts.
The externally braced wings, having integral fuel tanks, are constructed
of a front and rear spar with formed sheet metal ribs, doublers, and
stringers. The entire structure is covered with aluminum skin. The front
spars are equipped with wing-to-fuselage and wing-to-strut attach
fittings. The aft spars are equipped with wing-to-fuselage attach fittings.
The integral fuel tanks are formed by the front and rear spars, upper
and lower skins, and inboard and outboard closeout ribs. Extensive use
of bonding is employed in the fuel tank area to reduce fuel tank sealing.
Round-nosed ailerons and single-slot type flaps are made from
conventional formed sheet metal ribs and smooth aluminum skin
construction. A slot lip spoiler, mounted above the outboard end of
each flap, is of conventional construction. The left aileron incorporates
a servo tab while the right aileron incorporates a trimmable servo tab,
both mounted on the outboard end of the aileron trailing edge.
(Continued Next Page)

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MODEL 208B G1000

AIRFRAME (Continued)
The empennage (tail assembly) consists of a conventional vertical
stabilizer, rudder, horizontal stabilizer, and elevator. The vertical
stabilizer consists of a forward and aft spar, sheet metal ribs and
reinforcements, four skin panels, formed leading edge skins, and a
dorsal fin. The rudder is constructed of a forward and aft spar, formed
sheet metal ribs and reinforcements, and a wrap-around skin panel.
The top of the rudder incorporates a leading edge extension which
contains a balance weight. The horizontal stabilizer is constructed of a
forward and aft spar, ribs and stiffeners, four upper and four lower skin
panels, and two left and two right wrap-around skin panels which also
form the leading edges. The horizontal stabilizer also contains dual jack
screw type actuators for the elevator trim tabs. Construction of the
elevator consists of a forward and aft spar, sheet metal ribs, upper and
lower skin panels, and wrap-around skin panels for the leading and
trailing edges. An elevator trim tab is attached to the trailing edge of
each elevator by full length piano-type hinges. Dual pushrods from
each actuator located in the horizontal stabilizer transmit actuator
movement to dual horns on each elevator trim tab to provide tab
movement. Both elevator tip leading edge extensions provide
aerodynamic balance and incorporate balance weights. A row of vortex
generators on the top of the horizontal stabilizer just forward of the
elevator enhances nose down elevator and trim authority.
To assure extended service life of the airplane, the entire airframe is
corrosion proofed. Internally, all assemblies and sub-assemblies are
coated with a chemical film conversion coating and are then epoxy
primed. Steel parts in contact with aluminum structure are given a
chromate dip before assembly. Externally, the complete airframe is
painted with an overall coat of polyurethane paint which enhances
resistance to corrosive elements in the atmosphere. Also, all control
cables for the flight control system are of stainless steel construction.

CARGO POD
The airplane may be equipped with a cargo pod which provides
additional cargo space. The pod attaches to the bottom of the fuselage
with screws and can be removed, if desired, for increased performance
and useful load. The pod is fabricated with a Nomex inner housing, a
layer of Kevlar, and an outer layer of fiberglass. Complete instructions
for removal and installation of the cargo pod are contained in the
Maintenance Manual.
(Continued Next Page)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CARGO POD (Continued)
The volume of the cargo pod is 111.5 cubic feet and has a load-carrying
capacity of 1090 pounds. The pod has aluminum bulkheads that divide
it into four separate compartments. Each compartment has a door on
the left side of the pod that is hinged at the bottom. Each door has two
handles that latch the doors in the closed position when rotated 90
degrees to the horizontal position.

FLIGHT CONTROLS
The airplane's flight control system (see Flight Control And Trim
Systems figure) consists of conventional aileron, elevator and rudder
control surfaces and a pair of spoilers mounted above the outboard
ends of the flaps. The control surfaces are manually operated through
mechanical linkage using a control wheel for the ailerons, spoilers and
elevator and rudder/brake pedals for the rudder. The wing spoilers
improve lateral control of the airplane at low speeds by disrupting lift
over the appropriate flap. The spoilers are interconnected with the
aileron system through a push-rod mounted to an arm on the aileron
bell crank. Spoiler travel is proportional to aileron travel for aileron
deflections in excess of 5° up. The spoilers are retracted throughout the
remainder of aileron travel. Aileron servo tabs provide reduced
maneuvering control wheel forces.

TRIM SYSTEMS
Manually-operated aileron, elevator, and rudder trim systems are
provided (see Flight Control And Trim Systems figure). Aileron trimming
is achieved by a trimmable servo tab attached to the right aileron and
connected mechanically to a knob located on the control pedestal.
Rotating the trim knob to the right (clockwise) will trim right wing down;
conversely, rotating it to the left (counterclockwise) will trim left wing
down.
Elevator trimming is accomplished through two elevator trim tabs by
utilizing the vertically mounted trim control wheel on the top left side of
the control pedestal. Forward rotation of the control wheel will trim
nose-down; conversely, aft rotation will trim nose-up. the airplane is
also equipped with an electric elevator trim system.
Rudder trimming is accomplished through the nose wheel steering
bungee connected to the rudder control system and a trim control
wheel mounted on the control pedestal by rotating the horizontally
mounted trim control wheel either left or right to the desired trim
position. Rotating the trim wheel to the right will trim nose-right;
conversely; rotating it to the left will trim nose-left.

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

FLIGHT CONTROL AND TRIM SYSTEMS

Figure 7-1 (Sheet 1 of 3)
7-10

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208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

FLIGHT CONTROL AND TRIM SYSTEMS

Figure 7-1 (Sheet 2 of 3)
208BPHBUS-00

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

FLIGHT CONTROL AND TRIM SYSTEMS

Figure 7-1 (Sheet 3 of 3)

7-12

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CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

INSTRUMENT PANEL
The instrument panel is designed around the Garmin G1000 Integrated
Avionics System. The instrument panel is of all metal construction and
is installed in sections so equipment can be easily removed for
maintenance. Equipment mounted on this panel is illustrated in the
Typical Instrument Panel figure. Additional controls and displays are
mounted on a pedestal extending from the center of the instrument
panel to the floor, on a separate panel mounted on the left sidewall, and
on an overhead panel.

GARMIN INTERFACES
The interfaces to the Garmin system are three Garmin Display Units
(GDUs), an audio panel, and an autopilot mode controller. The three
GDUs are configured as two Primary Flight Displays (PFDs) and one
Multifunction Flight Display (MFD). Refer to the Garmin G1000 CRG for
specific operating information on all Garmin equipment.
The PFDs, centered above the yokes in front of the pilot and copilot,
show the primary flight instruments and display any Crew Alert System
(CAS) messages and alerts. During reversionary operation (MFD or
PFD 1 failure) or when the DISPLAY BACKUP switch is selected, the
Engine Indication System (EIS) is shown on the PFD.
The MFD, located between the two PFDs, depicts EIS information
along the left side of the display and shows navigation, terrain, lightning
and traffic data on the moving map. Flight management or display
configuration information can be shown on the MFD in place of the
moving map pages.
The Garmin audio panel is located between the pilot PFD and the MFD.
It integrates all of the communication and navigation digital audio
signals, intercom system and marker beacon controls. A pushbutton
switch labeled DISPLAY BACKUP allows manual selection of
reversionary mode for the PFDs and MFD.
The Garmin autopilot mode controller, located above the MFD, is the
pilot interface with the autopilot system.

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

PANEL LAYOUT
To the left of the pilot PFD is a switch panel which has many of the
switches necessary to operate the airplane systems. At lower left are a
circuit breaker panel for avionics systems, the left fresh air outlet and
pull knob, test switches for prop overspeed, fire detection, and fuel
selection warning systems, microphone and headset jacks and an
alternate static source valve.
Below the MFD are standby indicators for airspeed, attitude, altitude,
and torque. Below these indicators are the parking brake, light dimming
controls, inertial separator control, and cabin heat controls. Provisions
are included for optional air conditioning controls and HF and ADF
displays.
At lower right are the map compartment, right fresh air outlet and pull
knob, and microphone and headset jacks. At upper right are the hour
meter and ELT remote switch. Mounted above the glare shield is a
magnetic compass. For details concerning the instruments, switches,
and controls on this panel, refer in this section to the description of the
systems to which these items are related.

CONTROL PEDESTAL
A control pedestal, extending from the center of the instrument panel to
the floor, contains the EMERGENCY POWER Lever, power lever,
PROP RPM Lever, FUEL CONDITION Lever, WING FLAP selector and
position indicator, elevator, rudder and aileron trim controls with
position indicators, the fuel shutoff valve control, cabin heat firewall
shutoff valve control, a microphone, 12VDC power outlet, and an
auxiliary audio input jack
Equipment mounted on this panel is illustrated in the Typical Instrument
Panel figure. For details concerning the instruments, switches, and
controls on the pedestal, refer in this section to the description of the
systems to which these items are related.

7-14

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208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

TYPICAL INSTRUMENT PANEL

Figure 7-2 (Sheet 1 of 2)

208BPHBUS-00

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7-15

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

TYPICAL INSTRUMENT PANEL

Figure 7-2 (Sheet 1 of 2)
7-16

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208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

LEFT SIDEWALL SWITCH AND CIRCUIT BREAKER
PANEL
Most of the engine control switches and non-avionics circuit breakers
are located on a separate panel mounted on the left cabin sidewall
adjacent to the pilot. Switches and controls on this panel are illustrated
in the Typical Left Sidewall Switch and Circuit Breaker Panel figure. For
details concerning the instruments, switches, and controls on this
panel, refer to the ELECTRICAL EQUIPMENT descriptions in this
section.

OVERHEAD PANEL
The overhead panel, located above and between the pilot and copilot,
contains fuel selector controls, oxygen control and pressure gage, vent
outlets and controls, overhead lighting, and standby flap controls.
Equipment mounted on this panel is illustrated in the Overhead Panel
figure. For details concerning the instruments, switches, and controls
on the overhead panel, refer in this section to the description of the
systems to which these items are related.

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

OVERHEAD PANEL

Figure 7-3
7-18

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

TYPICAL LEFT SIDEWALL SWITCH AND CIRCUIT
BREAKER PANEL

Figure 7-4
208BPHBUS-00

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

CAS MESSAGES
1. OIL PRESS LOW (RED) - Indicates engine oil pressure is less
than 40 psi.
2. VOLTAGE LOW (RED) - Indicates electrical system bus voltage
is less than 24.5 volts and power is being supplied from the
battery.
3. VOLTAGE HIGH (RED) - Indicates electrical system bus voltage
is greater than 32.0 volts.
4. ENGINE FIRE (RED) - Indicates an excessive temperature
condition and/or fire has occurred in the engine compartment.
5. RSVR FUEL LOW (RED) - Indicates the fuel level in the reservoir
tank is approximately one-half or less. There is adequate fuel in
the fuel reservoir for approximately 3 minutes of maximum
continuous power or approximately 9 minutes at idle power.
6. EMERG PWR LVR (RED) - 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).
7. FUEL SELECT OFF (RED) - Indicates left and right fuel selectors
are both OFF at any time, or left fuel selector is OFF when right
tank is low, or right fuel selector is OFF when the left tank is low;
or that either left or right selectors are OFF when starter switch is
ON. It can also indicate that the FUEL SEL WARN circuit breaker
has been pulled.
8. GENERATOR OFF (AMBER) - Indicates that the generator is not
connected to the aircraft bus.
9. DOOR UNLATCHED (AMBER) - Indicates the upper cargo door
and/or upper aft passenger door (passenger version only) are not
latched.
10.L FUEL LEVEL LOW (AMBER) - Indicates fuel quantity in the left
fuel tank is 25 gallons (170 lbs) or less.

(Continued Next Page)

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208BPHBUS-01

CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CAS MESSAGES (Continued)
11.R FUEL LEVEL LOW (AMBER) - Indicates fuel quantity in the
right fuel tank is 25 gallons (170 lbs) or less.
12.L-R FUEL LEVEL LOW (AMBER) Indicates fuel quantity in both
the left and right fuel tanks is 25 gallons (170 lbs) or less.
13.FUEL BOOST ON (AMBER) - Indicates the auxiliary fuel pump is
operating.
14.STBY PWR INOP (AMBER) - Indicates electrical power is not
available from the standby alternator.
15.PROP DE-ICE (AMBER) - Indicates that one or more propeller
blades are not heating, there is a malfunction in the monitoring
system, or that the PROP ANTI-ICE circuit breaker is pulled.
16.FUEL PRESS LOW (AMBER) - Indicates fuel pressure in the fuel
manifold assembly is below 4.75 psi.
17.STARTER ON (AMBER) - Indicates the starter-generator is
operating in starter mode.
18.CHIP DETECT (AMBER) Indicates that metal chips have been
detected in either or both the accessory gearbox or reduction
gearbox.
19.L P/S HEAT (AMBER) - Indicates that either the left side pitot/
static vane heater system has malfunctioned or that the LEFT
PITOT HEAT circuit breaker is pulled.
20.R P/S HEAT (AMBER) - Indicates that either the right side pitot/
static vane heater system has malfunctioned or that the RIGHT
PITOT HEAT circuit breaker is pulled.
21.L-R P/S HEAT (AMBER) - Indicates that either both pitot/static
vane heater systems (left and right) have malfunctioned or that
both the LEFT and RIGHT PITOT HEAT circuit breakers are
pulled.
22.STALL HEAT (AMBER) - Indicates that 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).

(Continued Next Page)

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

CAS MESSAGES (Continued)
23.GENERATOR AMPS (AMBER) - Indicates that the generator
output is less than -10 amps or greater than 200 amps (-15/300
with 300 amp starter generator).
24.ALTNR AMPS (AMBER) - Indicates that the alternator output is
less than -10 amps or greater than 75 amps.
25.IGNITION ON (WHITE) - Indicates electrical power is being
supplied to the engine ignition system.
26.STBY PWR ON (WHITE) - Indicates that the standby alternator is
generating electrical power.
27.SPD NOT AVAIL (WHITE) - Indicates that the “SPD” key was
pressed on Autopilot Mode Control panel.

GROUND CONTROL
Effective ground control while taxiing is accomplished through nose
wheel steering by using the rudder pedals; left rudder pedal to steer left
and right rudder pedal to steer right. When a rudder pedal is
depressed, a spring-loaded steering bungee (which is connected to the
nose gear and to the rudder bars) will turn the nose wheel through an
arc of approximately 15° each side of center. By applying either left or
right brake, the degree of turn may be increased up to 51.5°.
Moving the airplane by hand is most easily accomplished by attaching
a tow bar (stowed in aft cargo compartment) to the nose gear fork axle
holes. If a tow bar is not available, or pushing is required, use the wing
struts as push points. Do not use the propeller blades or spinner to
push or pull the airplane. If the airplane is to be towed by vehicle, never
turn the nose wheel beyond the steering limit marks either side of
center. If excess force is exerted beyond the turning limit, a red overtravel indicator block (frangible stop) will fracture and the block,
attached to a cable, will fall into view alongside the nose strut. This
should be checked routinely during preflight inspection to prevent
operation with a damaged nose gear.
The minimum turning radius of the airplane, using differential braking
and nose wheel steering during taxi, is as shown in the Minimum
Turning Radius figure.

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

MINIMUM TURNING RADIUS

Figure 7-5
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AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

WING FLAP SYSTEM
The wing flaps are large span, single-slot type (see Wing Flap System
figure) and incorporate a trailing edge angle and leading edge vortex
generators to reduce stall speed and provide enhanced lateral stability.
The flaps are driven by an electric motor. They are extended or
retracted by positioning the WING FLAP selector lever on the control
pedestal to the desired flap deflection position. The selector lever is
moved up or down in a slotted panel that provides mechanical stops at
the 10° and 20° positions. For flap deflections greater than 10°, move
the selector lever to the right to clear the stop and position it as desired.
A scale and white-tipped pointer on the left side of the selector lever
provides a flap position indication. The wing flap system is protected by
a “pull-off” type circuit breaker, labeled FLAP MOTOR, on the left
sidewall switch and circuit breaker panel.
A standby system can be used to operate the flaps in the event the
primary system should malfunction. The standby system consists of a
standby motor, a guarded standby flap motor switch and a standby flap
motor up/down switch located on the overhead panel. Both switches
have guards which are safetied in the closed position, with breakable
copper wire.
The guarded standby flap motor switch has NORM and STBY
positions. The guarded NORM position of the switch permits operation
of the flaps using the control pedestal mounted selector; the STBY
position is used to disable the dynamic braking of the primary flap
motor when the standby flap motor system is operated.
The standby flap motor up/down switch has UP, center OFF and
DOWN positions. The switch is guarded in the center off position. To
operate the flaps with the standby system, lift the guard breaking safety
wire, and place the standby flap motor switch in STBY position; then, lift
the guard, breaking safety wire and actuate the standby flap motor up/
down switch momentarily to UP or DOWN, as desired. Observe the flap
position indicator to obtain the desired flap position. Since the standby
flap system does not have limit switches, actuation of the standby flap
motor up/down switch should be terminated before the flaps reach full
up or down travel. After actuation of the standby flap motor system,
switch guards should be resafetied to the closed position by
maintenance personnel when maintenance action is accomplished.
The standby flap system is protected by a “pull-off” type circuit breaker,
labeled STBY FLAP MOTOR, located on the left sidewall switch and
circuit breaker panel.

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

WING FLAP SYSTEM

Figure 7-6

LANDING GEAR SYSTEM
The landing gear is of the tricycle type with a steerable nose wheel and
two main wheels. Shock absorption is provided by the tubular springsteel main landing gear struts, an interconnecting spring-steel tube
between the two main landing gear struts, and the nose gear oil-filled
shock strut and spring-steel drag link. Each main gear wheel is
equipped with a hydraulically-actuated single-disc brake on the inboard
side of each wheel. To improve operation from unpaved runways, and
in other conditions, the standard nose gear fork can be replaced with a
three-inch extended nose gear fork.

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

BAGGAGE/CARGO COMPARTMENT
In the passenger version, the space normally used for baggage
consists of the raised area from the back of the cargo doors to the aft
cabin bulkhead. Access to the baggage area is gained through the
cargo doors, the aft passenger door or from within the cabin. Quickrelease tie-down ring/strap assemblies are provided for securing
baggage and are attached to baggage floor anchor plates provided in
the airplane When utilizing the airplane as a cargo carrier, refer to
Section 6 for complete cargo loading details. When loading aft
passengers in the passenger version, they should not be placed in the
baggage area unless the airplane is equipped with special seating for
this area. Also any material that might be hazardous to the airplane or
occupants should not be placed anywhere in the airplane. For
baggage/cargo area and door dimensions, refer to Section 6.

SEATS
Standard seating consists of both a pilot’s and copilot’s six-way
adjustable seat. Additional cabin seating is available in the passenger
version in two different Commuter configurations and one Utility
configuration. One Commuter configuration consists of three rows of
two-place fixed seats and two (or three) rows of one-place fixed seats.
A second Commuter configuration consists of four rows of one-place
fixed seats on each side of the cabin. The Utility configuration consists
of four rows of one-place, fixed-position collapsible seats on each side
of the cabin.
WARNING

None of the airplane seats are approved for
installation facing aft.

PILOT’S AND COPILOT’S SEATS
The six-way adjustable pilot’s or copilots seats may be moved forward
or aft, adjusted for height, and the seat back angle changed. Position
the seat by pulling on the small T-handle under the center of the seat
bottom and slide the seat into position; then release the handle, and
check that the seat is locked in place by attempting to move the seat
and by noting that the small pin on the end of the T-handle sticks out.
(Continued Next Page)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

PILOT'S AND COPILOT'S SEATS (Continued)
The seat is not locked if the pin is retracted or only partially extends.
Raise or lower the seat by rotating a large crank under the front right
corner of the seat. Seat back angle is adjusted by rotating a small crank
under the front left corner of the seat. The seat bottom angle will
change as the seat back angle changes, providing proper support.
Seats are equipped with armrests which can be moved to the side and
raised to a position beside the seat back for stowage.

AFT PASSENGERS’ SEATS (COMMUTER) (Passenger
Version)
The third, sixth and eleventh seats of one Commuter configuration and
all aft seats of the second Commuter configuration are individual fixedposition seats with fixed seat backs. Seats for the fourth and fifth,
seventh and eighth, and ninth and tenth positions of the first Commuter
configuration are two-place, fixed-position bench type seats with fixed
seat backs. All seats are fastened with quick-release fasteners in the
fixed position to the seat tracks. The seats are lightweight and quickremovable to facilitate cargo hauling.

AFT PASSENGERS’ SEATS (UTILITY) (Passenger Version)
Individual collapsible seats are available for the aft eight passenger
positions. The seats, when not in use, are folded into a compact space
for stowage in the aft baggage area. When desired, the seats can be
unfolded and installed in the passenger area. The seats are readily
fastened with quick-release fasteners to the seat tracks in any one of
the eight seat positions.

HEADRESTS
Headrests are available for all pilot and passenger seat configurations,
except the Utility aft passenger seats. To adjust a pilot’s seat or copilot
seat headrest, apply enough pressure to it to raise or lower it to the
desired level. The aft passenger seat headrests are not adjustable.

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

SEAT BELTS AND SHOULDER HARNESSES
PILOT’S AND COPILOT’S SEAT
(Typical)

Figure 7-7 (Sheet 1 of 3)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

SEAT BELTS AND SHOULDER HARNESSES
AFT PASSENGERS’ SEATS
(Individual Commuter Seating Shown)

Figure 7-7 (Sheet 2 of 3)
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AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

SEAT BELTS AND SHOULDER HARNESSES
AFT PASSENGERS’ SEATS
(Dual Commuter Seating Shown)

Figure 7-7 (Sheet 3 of 3)
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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts and shoulder harnesses.
The pilot’s and copilot’s seat positions are equipped with shoulder
harnesses with inertia reels.
WARNING

Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury in
the event of an accident.

SEAT BELTS, STRAP, AND SHOULDER HARNESSES

(PILOT AND COPILOT SEATS)
Both the pilot’s and copilot’s seat positions are equipped with a fivepoint restraint system which combines the function of conventional type
seat belts, a crotch strap, and an inertial reel equipped double-strap
shoulder harness in a single assembly. The seat belts and crotch strap
attach to fittings on the lower seat frame and the inertia reel for the
shoulder harness attaches to the frame of the seat back.
The right half of the seat belt contains the buckle, which is the
connection point for the left belt half, crotch strap, and shoulder
harnesses. The left belt, crotch strap, and shoulder harnesses are fitted
with links which insert into the buckle. Both halves of the seat belt have
adjusters with narrow straps to enable the belt halves to be lengthened
prior to fastening.
(Continued Next Page)

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

SEAT BELTS, STRAP, AND SHOULDER HARNESSES
(PILOT AND COPILOT SEATS) (Continued)
To use the restraint system, lengthen each half of the belt as necessary
by pulling the buckle (or connecting link) to the lap with one hand while
pulling outward on the narrow adjuster strap with the other hand. Insert
the left belt link into the left slot of the buckle. Bring the crotch strap
upward and insert its link into the bottom slot in the buckle. Finally,
position each strap of the shoulder harness over the shoulders and
insert their links into the upper slots in the buckle. the seat belts should
be tightened for a snug fit by grasping the free end of each belt and
pulling up and inward.
During flight operations, the inertia reel allows complete freedom of
upper body movement; however, in the event of a sudden deceleration,
the reel will lock automatically to protect the occupant.
WARNING

Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury in
the event of an accident.
Release of the belts, strap, and shoulder harnesses is accomplished by
simply twisting the front section of the buckle in either direction and
pulling all connecting links free.

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CABIN ENTRY DOORS
Entry to, and exit from the airplane is accomplished through a door on
each side of the cabin at the pilot’s and copilot’s positions and, on the
Passenger Version only, through a two-piece, airstair-type door on the
right side of the airplane aft of the wing (refer to Section 6 for cabin and
cabin entry door dimensions). A cargo door on the left side of the
airplane aft of the wing, also can be used for cabin entry.

CREW ENTRY DOORS
The left door for crew entry has a conventional exterior door handle, a
key-operated door lock, a conventional interior door handle, a lock
override knob, and an openable window. The right door for crew entry
has a conventional exterior door handle, a conventional interior door
handle, and a manually-operated inside door lock. To open either entry
door from outside the airplane (if unlocked), rotate the handle down and
forward to the OPEN position. To close the door from inside the
airplane, use the conventional door handle and door pull. The inside
door handle is a three-position handle with OPEN, CLOSE and
LATCHED positions. Place the handle in the CLOSE position and pull
the door shut; then rotate the handle forward to the LATCHED position.
When the handle is rotated to the LATCHED position, an over-center
action will hold it in that position.
CAUTION

Failure to correctly close and latch the left and right
crew entry doors may cause the doors to open in flight.
A lock override knob on the inside of the left door for crew entry
provides a means of overriding the outside door lock from inside the
airplane. To operate the override, pull the knob and rotate it in the
placarded direction to unlock or lock the door. Both crew doors should
be latched before flight, and should not be opened intentionally during
flight. To lock the doors for crew entry when leaving the airplane, lock
the right door with the manually-operated inside door lock, close the left
door, and, using the key, lock the door.

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

PASSENGER ENTRY DOOR (Passenger Version Only)
The entry door for passengers consists of an upper and lower section.
When opened, the upper section swings upward and the lower section
drops down providing integral steps to aid in boarding or exiting the
airplane. The upper door section incorporates a conventional exterior
door handle with a separate key-operated lock, a pushbutton exterior
door release, and an interior door handle which snaps into a locking
receptacle. The lower door section features a flush handle which is
accessible from either inside or outside the airplane. This handle is
designed so that when the upper door is closed, the handle cannot be
rotated to the OPEN position. The lower door also contains integral
door support cables and a door-lowering device. A cabin door
unlatched warning system is provided as a safety feature so that if the
upper door is not properly latched, an Amber DOOR UNLATCHED
CAS MSG located on the PFD illuminates to alert the pilot.
To enter the airplane through the passenger entry door, depress the
exterior pushbutton door release, rotate the exterior door handle on the
upper door section counterclockwise to the open position, and raise the
door section to the overcenter position. Following this action, the
automatic door lift with the telescoping gas spring raises the door to the
full up position. When the upper section is open, release the lower
section by pulling up on the inside door handle and rotating the handle
to the OPEN position. Lower the door section until it is supported by the
integral support cables. The door steps deploy automatically from their
stowed positions.
WARNING

The outside proximity of the lower door section
must be clear before opening the door.
(Continued Next Page)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

PASSENGER ENTRY DOOR (Passenger Version Only)
(Continued)
To close the passenger entry door from the inside of the airplane, grasp
the support cables of the lower door section and pull the door up until
the top edge is within reach, then grasp the center of the door and pull
inboard until the door is held snugly against the fuselage door frame.
Rotate the inside handle forward to the CLOSE position and latch the
lower door section.
Check that the lower front and rear latches are correctly engaged. After
the lower door section is secured, grasp the pull strap on the upper
door section and pull down and inboard. As the door nears the closed
position, pull inboard firmly to make sure the latching pawls engage
correctly. When the latching pawls are engaged, rotate the inside
handle counterclockwise to the horizontal (latched) position, but do not
use excessive force. If the handle will not rotate easily, the door is not
fully closed. Use a more firm closing motion to get the latching pawls to
engage and rotate the door handle again to the latched position. Then
snap the interior handle into its locking receptacle.
CAUTION

Refer to Section 3, Emergency Procedures, for proper
operational procedures to be followed if the passenger
entry door should inadvertently open in flight.
To exit the airplane through the passenger entry door, pull the upper
door section inside handle from its locked position receptacle, rotating
the handle clockwise to the open position as you push the door
outward. When the door is partially open, the automatic door lift will
raise the upper door section to the fully open position. Next, rotate the
door handle of the lower section up and aft to the open position and
push the door outward. The telescoping gas spring will lower the door
to its fully open position and the integral steps will deploy.
WARNING

The outside proximity of the lower door section
must be clear before opening the door.
(Continued Next Page)

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

PASSENGER ENTRY DOOR (Passenger Version Only)
(Continued)
To close the passenger entry door from outside the airplane, raise the
lower door section until the door is held firmly against the door frame in
the fuselage. Rotate the inside handle of the lower door section forward
and down to the CLOSE position. After the lower door section is
secured, grasp the pull strap on the upper door section and pull down.
As the door nears the closed position, grasp the edge of the door and
push inward firmly to make sure the latching pawls engage correctly.
When engaged, rotate the outside door handle clockwise to the
horizontal (latched) position. After entering the airplane, snap the
interior handle of the upper door into its locking receptacle (unless
cargo obstructs access to the door). If desired when leaving the
airplane parked, use the key in the outside key lock to lock the handle
in the horizontal position.
WARNING

Do not use the outside key lock to lock the door
prior to flight. The door could not be opened from
the inside if it were needed as an emergency exit.
CAUTION

Failure to properly latch the upper passenger door
section will result in illumination of the Amber DOOR
WARNING CAS MSG. Inattention to this safety feature
may allow the upper cargo door to open in flight.
The exterior pushbutton-type lock release located on the upper door
section just forward of the exterior door handle operates in conjunction
with the interior door handle. It is used whenever it is desired to open
the door from outside the airplane while the interior door handle is in
the locked position. Depress the pushbutton to release the lock of the
interior door handle and to allow the exterior door handle to function
normally to open the door.

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CESSNA
MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CARGO DOORS
A two-piece cargo door is installed on the left side of the airplane just
aft of the wing trailing edge. The cargo door is divided into an upper
and a lower section. When opened, the upper section swings upward
and the lower section swings forward to create a large opening in the
side of he fuselage which facilitates the loading of bulky cargo into the
cabin. The upper section of the cargo door incorporates a conventional
exterior door handle with a separate key-operated lock, and, on the
Passenger Version only, a pushbutton exterior emergency door release
and an interior door handle which snaps into a locking receptacle. The
upper door also incorporates two telescoping door lifts which raise the
door to the fully open position, when opened. A cargo door open
warning system is provided as a safety feature so that if the upper door
is not properly latched an Amber CAS MSG, labeled DOOR
UNLATCHED, located on the PFD, illuminates to alert the pilot. The
lower door section features a flush handle which is accessible from
either inside or outside the airplane. The handle is designed so that
when the upper door is closed, the handle cannot be rotated to the
open position.
WARNING

In an emergency, do not attempt to exit the cargo
version through the cargo doors. Because the
inside of the upper door has no handle, exit from
the airplane through these doors without outside
assistance is not possible.
CAUTION

Failure to properly latch the upper cargo door section
will result in illumination of the Amber DOOR
WARNING CAS MSG. Inattention to this safety feature
may allow the upper cargo door to open in flight.
To open the cargo door from outside the airplane, depress the upper
door section exterior pushbutton door release (Passenger Version only)
and rotate the exterior door handle clockwise to the open position.
Following this action, the telescoping door lifts will automatically raise
the door to the full up position. When the upper section is open, release
the lower section by pulling up on the inside door handle and rotating
the handle to the OPEN position. Open the door forward until it swings
around next to the fuselage where it can be secured to the fuselage by
a holding strap or chain.
(Continued Next Page)

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

CARGO DOORS (Continued)
To close the cargo door from outside the airplane, disconnect the
holding strap or chain from the fuselage, swing the door aft to the
closed position, and hold the door firmly against the fuselage door
frame to assure engagement of the latching pawls. Rotate the inside
handle forward and down to the CLOSE position to latch the lower door
section. After the lower door section is secured, grasp the pull strap on
the upper door section and pull down. As the door nears the closed
position, grasp the edge of the door and push inward firmly to assure
engagement of the latching pawls. When engaged, the exterior door
handle can be rotated counterclockwise to the horizontal (latched)
position. On the Passenger Version only, after entering the airplane,
snap the upper door interior handle into its locking receptacle (unless
cargo obstructs access to the door). If desired when leaving the
airplane parked, use the key in the outside key lock to lock the handle
in the horizontal position.
To open the cargo door from inside the airplane (Passenger Version
only), pull the inside door handle of the upper door section from its
locked position receptacle. Rotate the handle counterclockwise to the
vertical position, and push the door outward. When the door is partially
open, the automatic door lifts will raise the upper door section to the
fully open position. Next, rotate the door handle of the lower section
door up and aft to the open position and push the aft end of the door
outward. The door may be completely opened and secured to the
fuselage with the holding strap or chain from outside.
WARNING

Do not attempt to exit the cargo version through the
cargo doors. Because the inside of the upper door
has no handle, exit from the airplane through these
doors is not possible without outside assistance.
To close the cargo door from inside the airplane (Passenger Version
only), disconnect the holding strap or chain from the fuselage and
secure it to the door. Pull the door aft to the closed position and hold the
aft edge of the door firmly against the fuselage door frame to assure
engagement of the latching pawls. Rotate the inside handle forward
and down to the CLOSE position to latch the lower door section (refer
to Section 2, Placards). After the lower door section is secured, grasp
the pull strap on the upper door section and pull down. As the door
nears the closed position, grasp the edge of the door and pull inward
firmly to assure engagement of the latching pawls. When engaged, the
interior door handle can be rotated clockwise to the horizontal position.
Snap the handle into its locking receptacle.

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CABIN WINDOWS
The airplane is equipped with a two-piece windshield reinforced with a
metal center strip. The passenger version has sixteen cabin side
windows of the fixed type including one each in the two crew entry
doors, two windows in the cargo door upper section, and one window in
the upper section of the passenger entry door. The pilot’s side window
incorporates a small triangular foul weather window. The foul weather
window may be opened for ground ventilation and additional viewing by
twisting the latch. The cargo version has only two cabin side windows,
one in each crew entry door.

CONTROL LOCKS
A control lock is provided to lock the aileron and elevator control
surfaces to prevent damage to these systems by wind buffeting while
the airplane is parked. The lock consists of a shaped steel rod and flag.
The flag identifies it as a control lock and cautions about its removal
before starting the engine. To install the control lock, align the hole in
the right side of the pilot’s control wheel shaft with the hole in the right
side of the shaft collar on the instrument panel and insert the rod into
the aligned holes. Installation of the lock will secure the ailerons in a
neutral position and the elevators in a slightly trailing edge down
position. Proper installation of the lock will place the flag over the left
sidewall switch panel.
The Ruder Gust Lock is a positive locking device consisting of a
bracket assembly and a bolt action lock attached to the rear bulkhead
inside the tailcone stinger below the rudder. When engaged, the rudder
is locked in the neutral position. A placard located below the lock
handle shaft on the left side of the tailcone explains the operation of the
rudder gust lock. The rudder gust lock is manually engaged and
disengaged on the ground by turning the airfoil-shaped handle
mounted on the shaft projecting from the left side of the tailcone. The
lock is engaged by turning the handle downward so that its trailing edge
points nearly due aft.
(Continued Next Page)

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

CONTROL LOCKS (Continued)
The Rudder Gust Lock has a fail-safe connection to the elevator control
system to ensure that it will always be disengaged before the airplane
becomes airborne. This fail-safe connection automatically disengages
the lock when the elevator is deflected upward about one-fourth of its
travel from neutral. The pilot is responsible for disengaging the Rudder
Gust Lock during the preflight inspection and operating the fail-safe
disengagement mechanism by momentarily deflecting the elevator to
the full up position after the control lock is removed and before starting
the engine. If these procedures are not followed the rudder and rudder
pedals will be locked in the neutral position making ground steering
impossible. In the event that the engagement of the Rudder Gust Lock
goes completely unnoticed and the pilot commences a takeoff run with
the rudder system locked, the upward elevator deflection during
rotation will disengage the Rudder Gust Lock.
Because of the fail-safe system, the elevator lock should always be
engaged prior to engaging the Rudder Gust Lock when securing the
airplane after shutdown.
NOTE
The control lock and any other type of locking device should
be removed or unlocked prior to starting the engine.

ENGINE
The Pratt & Whitney Canada Inc. PT6A-114A powerplant is a free
turbine engine. It utilizes two independent turbines; one driving a
compressor in the gas generator section, and the second driving a
reduction gearing for the propeller.
Inlet air enters the engine through an annular plenum chamber formed
by the compressor inlet case where it is directed to the compressor.
The compressor consists of three axial stages combined with a single
centrifugal stage, assembled as an integral unit.
A row of stator vanes located between each stage of compressor rotor
blades diffuses the air, raises its static pressure and directs it to the
next stage of compressor rotor blades. The compressed air passes
through diffuser ducts which turn it 90° in direction. It is then routed
through straightening vanes into the combustion chamber.
(Continued Next Page)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

ENGINE (Continued)
The combustion chamber liner located in the gas generator case
consists of an annular reverse-flow weldment provided with varying
sized perforations which allow entry of compressed air. The flow of air
changes direction to enter the combustion chamber liner where it
reverses direction and mixes with fuel. The location of the combustion
chamber liner eliminates the need for a long shaft between the
compressor and the compressor turbine, thus reducing the overall
length and weight of the engine.
Fuel is injected into the combustion chamber liner by 14 simplex
nozzles supplied by a dual manifold. the mixture is initially ignited by
two spark igniters which protrude into the combustion chamber liner.
The resultant gases expand from the combustion chamber liner,
reverse direction and pass through the compressor turbine guide vane
to the compressor turbine. The turbine guide vanes ensure that the
expanding gases impinge on the turbine blades at the proper angle,
with a minimum loss of energy. The still expanding gases pass forward
through a second set of stationary guide vanes to drive the power
turbine.
The compressor and power turbines are located in the approximate
center of the engine with their shafts extending in opposite directions.
The exhaust gas from the power turbine is directed through an exhaust
plenum to the atmosphere via a single exhaust port on the right side of
the engine.
The engine is flat rated at 675 shaft horsepower (1865 foot-pounds
torque at 1900 RPM varying linearly to 1970 foot-pounds torque at
1800 RPM). The speed of the gas generator (compressor) turbine (Ng)
is 37,500 RPM at 100% Ng. Maximum permissible speed of the gas
generator is 38,100 RPM which equals 101.6% Ng. The power turbine
speed is 33,000 RPM at a propeller shaft speed of 1900 RPM.
All engine-driven accessories, with the exception of the propeller
tachometer-generator and the propeller governors, are mounted on the
accessory gearbox located at the rear of the engine. These are driven
by the compressor turbine with a coupling shaft which extends the drive
through a conical tube in the oil tank center section.
The engine oil supply is contained in an integral tank which forms part
of the compressor inlet case. The tank has a drain and fill capacity of
9.5 U.S. quarts and is provided with a dipstick and drain plug.
The power turbine drives the propeller through a two-stage planetary
reduction gearbox located on the front of the engine. The gearbox
embodies an integral torquemeter device which is instrumented to
proved an accurate indication of the engine power output.
(Continued Next Page)
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AIRPLANE AND SYSTEMS DESCRIPTION

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MODEL 208B G1000

TYPICAL ENGINE COMPONENTS

1. Propeller Shaft
2. Propeller Governor Drive Pad
3. Second Stage Planetary Gear
4. First Stage Planetary Gear
5. Power Turbine Shaft
6. Fuel Nozzle
7. Power Turbine
8. Combustion Chamber
9. Compressor Turbine
10. Centrifugal Compressor
Impeller
11. Axial-Flow Compressor
Impellers (3)
12. Compressor Air Inlet

13. Accessory Gearbox Drive Shaft
14. Accessory Gearbox Cover
15. Starter-Generator Drive Shaft
16. Oil Scavenge Pump
17. Number 1 Bearing
18. Compressor Bleed Valve
19. Number 2 Bearing
20. Number 3 Bearing
21. Number 4 Bearing
22. Exhaust Outlet
23. Chip Detector
24. Roller Bearing
25. Thrust Bearing

Figure 7-8

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

ENGINE CONTROLS
The engine is operated by four separate controls consisting of a power
lever, EMERGENCY POWER Lever, PROP RPM Lever, and a FUEL
CONDITION Lever. The power and FUEL CONDITION Levers are
engine controls while the PROP RPM Lever controls propeller speed
and feathering.

POWER LEVER
The power lever is connected through linkage to a cam assembly
mounted in front of the fuel control unit at the rear of the engine. The
power lever controls engine power through the full range from
maximum takeoff power back through idle to full reverse. The lever also
selects propeller pitch when in the BETA range. The power lever has
MAX, IDLE, and BETA and REVERSE range positions. The range from
MAX position through IDLE enables the pilot to select the desired
power output from the engine. The BETA range enables the pilot to
control propeller blade pitch from idle thrust back through a zero or nothrust condition to maximum reverse thrust.
CAUTION

The propeller reversing linkage can be damaged if the
power lever is moved aft of the idle position when the
propeller is feathered.

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MODEL 208B G1000

EMERGENCY POWER LEVER
The EMERGENCY POWER Lever is connected through linkage to the
manual override lever on the fuel control unit and governs fuel supply to
the engine should a pneumatic malfunction occur in the fuel control
unit. When the engine is operating, a failure of any pneumatic signal
input to the fuel control unit will result in the fuel flow decreasing to
minimum idle (about 48% Ng at sea level and increasing with altitude).
The EMERGENCY POWER Lever allows the pilot to restore power in
the event of such a failure. The EMERGENCY POWER Lever has
NORMAL, IDLE, and MAX positions. The NORMAL position is used for
all normal engine operation when the fuel control unit is operating
normally and engine power is selected by the power lever. The range
from IDLE position to MAX governs engine power and is used when a
pneumatic malfunction has occurred in the fuel control unit and the
power lever is ineffective. A mechanical stop in the lever slot requires
that the EMERGENCY POWER Lever be moved to the left to clear the
stop before it can be moved from the NORMAL (full aft) position to the
IDLE position.
NOTE
The knob on the EMERGENCY POWER Lever has
crosshatching. The crosshatching is visible when the lever
is in MAX position. Also, the EMERGENCY POWER Lever
is annunciated by a Red CAS message on the PFD
whenever it is unstowed from the NORMAL position with
the ITT indications in either of the OFF or STRT modes.
These precautions are intended to preclude starting of the
engine with the EMERGENCY POWER Lever inadvertently
placed in any position other than NORMAL.
CAUTION

•

The EMERGENCY POWER Lever and its
associated manual override system are considered
to be an emergency system and should be used only
in the event of a fuel control unit malfunction. When
attempting a normal start, the pilot must ensure that
the EMERGENCY POWER Lever is in the NORMAL
(full aft) position; otherwise, an over-temperature
condition may result.

•

When using the fuel control manual override system,
engine response may be more rapid than when
using the power lever. Additional care is required
during engine acceleration to avoid exceeding
engine limitations.
(Continued Next Page)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

EMERGENCY POWER LEVER (Continued)
Operation of the EMERGENCY POWER Lever is prohibited with the
primary power lever out of the IDLE position. The EMERGENCY
POWER Lever overrides normal fuel control functions and results in the
direct operation of the fuel metering valve. The EMERGENCY POWER
Lever will override the automatic fuel governing and engine
acceleration scheduling controlled during normal operation by the
primary power lever.
CAUTION

Inappropriate use of the EMERGENCY POWER Lever
may adversely affect engine operation and durability.
Use of the EMERGENCY POWER Lever during normal
operation of the power lever may result in engine
surges, or exceeding the ITT, NG, and torque limits.

PROPELLER CONTROL LEVER
The PROP RPM Lever is connected through linkage to the propeller
governor mounted on top of the front section of the engine, and
controls propeller governor settings from the maximum RPM position to
full feather. The PROP RPM Lever has MAX, MIN, and FEATHER
positions. The MAX position is used when high RPM is desired and
governs the propeller speed at 1900 RPM. PROP RPM Lever settings
from the MAX position to MIN permit the pilot to select the desired
engine RPM for cruise. The FEATHER position is used during normal
engine shutdown to stop rotation of the power turbine and front section
of the engine. Since lubrication is not available after the gas generator
section of the engine has shut down, rotation of the forward section of
the engine is not desirable. Also, feathering the propeller when the
engine is shut down minimizes propeller windmilling during windy
conditions. A mechanical stop in the lever slot requires that the PROP
RPM Lever be moved to the left to clear the stop before it can be
moved into or out of the FEATHER position.

FUEL CONDITION LEVER
The FUEL CONDITION Lever is connected through linkage to a
combined lever and stop mechanism on the fuel control unit. The lever
and stop also function as an idle stop for the fuel control unit rod. The
FUEL CONDITION Lever controls the minimum RPM of the gas
generator turbine (Ng) when the power lever is in the IDLE position.
The FUEL CONDITION Lever has CUTOFF, LOW IDLE, and HIGH
IDLE positions. The CUTOFF position shuts off all fuel to the engine
fuel nozzles. LOW IDLE positions the control rod stop to provide an
RPM of 52% Ng. HIGH IDLE positions the control rod stop to provide an
RPM of 65% Ng.
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MODEL 208B G1000

QUADRANT FRICTION LOCK
A quadrant friction lock, located on the right side of the pedestal, is
provided to minimize creeping of the engine controls once they have
been set. The lock is a knurled knob which increases friction on the
engine controls when rotated clockwise.

ENGINE INSTRUMENT SYSTEM (EIS)
The G1000 Engine Indication System provides graphical indicators and
numeric values for engine, fuel, and electrical system parameters to the
pilot. The EIS is shown in a vertical strip on the left side of the PFD
during engine starts and on the MFD during normal operation. If either
the MFD or PFD fails during flight, the EIS is shown on the remaining
display.
The EIS consists of two pages that are selected using the ENGINE
softkey. The ENGINE page provides indicators for Engine Torque,
Engine ITT, Gas Generator RPM%, Propeller RPM, Oil Pressure, Oil
Temperature, Fuel Quantity, Fuel Flow, Battery Amps, Bus Voltage, and
either Anti-Ice Fluid Remaining or Propeller Amps. When the ENGINE
softkey is pressed, the SYSTEM softkey will appear adjacent to the
ENGINE softkey. The SYSTEM page provides numerical values for
parameters on the ENGINE page that are shown as indicators only.
Torque, ITT, Ng% and Np RPM are displayed identically on the
SYSTEM page. The SYSTEM page also provides numerical indication
for fuel quantity, fuel totalizer (pounds remaining and pounds used),
generator amps, standby alternator amps, battery amps, bus voltage,
anti-ice remaining (gallons of fluid and hours remaining), and propeller
amps.
The engine and airframe unit provides data to the EIS, which displays
the data for the ENGINE page described below. Engine operation is
monitored by: torque, ITT, Ng%, propeller RPM, oil pressure, oil
temperature, and fuel flow.

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TORQUE INDICATIONS
Torque (TRQ) indication is displayed at the top of both the ENGINE and
SYSTEM pages. The indicator is a round gage with a white pointer. The
transmitter senses the difference between the engine torque pressure
and the pressure in the engine case and transmits this data to the
G1000. Normal operating range is indicated by a green arc that
extends from 0 to redline. Redline varies from 1865 to 1970 ft-lbs
depending on prop RPM.
For normal cruise flight when prop RPM is between 1600-1900, a blue
torque “bug” is included on the arc. This indicates maximum allowed
cruise torque per the cruise performance and maximum torque charts
in section 5, Performance. The blue advisory cruise torque bug located
on the EIS torque indication is not to be used as the primary means of
setting cruise torque. Always refer to the appropriate performance chart
in Section 5 of the POH/AFM.

PROPELLER RPM INDICATIONS
The propeller RPM (PROP RPM) is indicated numerically below Gas
Generator RPM. The digits are white with RPM between 0-1599 RPM,
green between 1600-1900 RPM, and white with a red background
when RPM is greater than or equal to 1910. The instrument is
electrically operated from the propeller tachometer-generator which is
mounted on the right side of the front case.

ITT INDICATION
Interstage Turbine Temperature (ITT) is indicated below torque and is
round dial gage with a white pointer. This instrument displays gas
temperature between the compressor and power turbines. With the
engine off or during start ITT indicator displays a green band from
100°C to 740°C, an Amber caution band from 766°C-805°C and a
redline at 1090°C. The gage is graduated at 100 degree intervals from
600°C to 1100°C.
With the engine running a green arc indicates normal operating range
from 100°C to 740°C, an Amber caution region from 765°C-805°C with
a redline at 805°C. The gage is graduated at 50 degree intervals from
600°C-900°C. The digital readout flashes red when an overtemperature situation has occurred.

GAS GENERATOR RPM INDICATIONS
Gas generator RPM (Ng) is displayed below ITT using a round dial
gage with a white pointer. RPM is displayed as a percentage of
maximum gas generator RPM. The instrument is electrically operated
from the gas generator tachometer-generator mounted on the lower
right portion of the accessory case. The gage has tick marks at 0, 12,
50, and 105% with a redline at 101.6%.
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MODEL 208B G1000

FUEL FLOW INDICATIONS
Details of the fuel flow indicator are included under Fuel System in a
later paragraph in this section.

OIL PRESSURE INDICATION
Oil Pressure (OIL PSI) is displayed using a varied color tape and 3 digit
display on the ENGINE page. Oil pressure is indicated using a
transducer that senses oil pressure from the accessory case and
transmits the information to the G1000. Normal operation is indicated
from 85 to 105 psi; caution region is indicated by an amber bar from 40
psi to less than 85 psi. Warning region is indicated by red lines and red
flashing digits at less than 40 psi and greater that 105 psi

OIL TEMPERATURE INDICATION
Oil temperature (OIL °C) is displayed using a varied color tape and
digital display; the display can be 3 digits on the ENGINE page. The
instrument is operated by an electrical-resistance type temperature
sensor. Normal operation is indicated between 10 and 99°C; AMBER
caution regions are indicated from -40 to less than 10°C and from 100
to 104°C. Red lines are included at -41 and 105°C. Digits vary in color
between green, amber or red in correlation with the pointer and tape.

NEW ENGINE BREAK-IN AND OPERATION
There are no specific break-in procedures required for the Pratt &
Whitney Canada Inc. PT6A-114A turboprop engine. The engine may be
safely operated throughout the normal ranges authorized by the
manufacturer at the time of delivery of your airplane.

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AIRPLANE AND SYSTEMS DESCRIPTION

ENGINE LUBRICATION SYSTEM
The lubrication system consists of a pressure system, a scavenge
system and a breather system. The main components of the lubrication
system include an integral oil tank at the back of the engine, an oil
pressure pump at the bottom of the oil tank, an external double-element
scavenge pump located on the back of the accessory case, an internal
double-element scavenge pump located inside the accessory gearbox,
an oil-to-fuel heater located on the top rear of the accessory case, an
oil filter located internally on the right side of the oil tank, and an oil
cooler located on the right side of the nose cowl.
Oil is drawn from the bottom of the oil tank through a filter screen where
it passes through a pressure relief valve for regulation of oil pressure.
The pressure oil is then delivered from the main oil pump to the oil filter
where extraneous matter is removed from the oil and precluded from
further circulation. Pressure oil is then routed through passageways to
the engine bearings, reduction gears, accessory drives, torquemeter,
and propeller governor. Also, pressure oil is routed to the oil-to-fuel
heater where it then returns to the oil tank
After cooling and lubricating the engine moving parts, oil is scavenged
as follows:
1. Oil from the number 1 bearing compartment is returned by gravity
into the accessory gearbox.
2. Oil from the number 2 bearing is scavenged by the front element
of the internal scavenge pump back into the accessory gearbox.
3. Oil from the number 3 and number 4 bearings is scavenged by
the front element of the external scavenge pump into the
accessory gearbox.
4. Oil from the propeller governor, front thrust bearing, reduction
gear accessory drives, and torquemeter is scavenged by the rear
element of the external scavenge pump where it is routed through
a thermostatically-controlled oil cooler and then returned to the oil
tank.
5. The rear element of the internal scavenge pump scavenges oil
from the accessory case and routes it through the oil cooler
where it then returns to the oil tank.
(Continued Next Page)

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MODEL 208B G1000

ENGINE LUBRICATION SYSTEM (Continued)
Breather air from the engine bearing compartments and from the
accessory and reduction gearboxes is vented overboard through a
centrifugal breather installed in the accessory gearbox. The bearing
compartments are connected to the accessory gearbox by cored
passages and existing scavenge oil return lines. A bypass valve,
immediately upstream of the front element of the internal scavenge
pump, vents the accessory gearbox when the engine is operating at
high power.
An oil dipstick/filler cap is located at the rear of the engine on the left
side and is accessible when the left side of the upper cowling is raised.
Markings which indicate U.S. quarts low if the oil is hot are provided on
the dipstick to facilitate oil servicing. The oil tank capacity is 9.5 U.S.
quarts and total system capacity is 14 U.S. quarts. For engine oil type
and brand, refer to Section 8.

IGNITION SYSTEM
The ignition system consists of two igniters, an ignition exciter, two
high-tension leads, an ignition monitor light, an ignition switch, and a
starter switch. Engine ignition is provided by two igniters in the engine
combustion chamber. The igniters are energized by the ignition exciter
mounted on the engine mount on the right side of the engine
compartment. Electrical energy from the ignition exciter is transmitted
through two high-tension leads to the igniters in the engine. The ignition
system is normally energized only during engine start.
Ignition is controlled by an ignition switch and a starter switch located
on the left sidewall switch and circuit breaker panel. The ignition switch
has two positions, ON and NORMAL. The NORMAL position of the
switch arms the ignition system so that ignition will be obtained when
the starter switch is placed in the START position. The NORMAL
position is used during all ground starts and during air starts with starter
assist. The ON position of the switch provides continuous ignition
regardless of the position of the starter switch. This position is used for
air starts without starter assist, for operation on water-covered runways,
during flight in heavy precipitation, during inadvertent icing encounters
until the inertial separator has been in bypass for 5 minutes, and when
near fuel exhaustion as indicated by illumination of the Red RSVR
FUEL LOW CAS MSG.
(Continued Next Page)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

IGNITION SYSTEM (Continued)
The main function of the starter switch is control of the starter for
rotating the gas generator portion of the engine during starting.
However, it also provides ignition during starting. For purposes of this
discussion, only the ignition functions of the switch are described. For
other functions of the starter switch, refer to paragraph titled Starting
System, in this section. The starter switch has three positions, OFF,
START, and MOTOR. The OFF position shuts off the ignition system
and is the normal position at all times except during engine start or
engine clearing. The START position energizes the engine ignition
system provided the ignition switch is in the NORMAL position. After
the engine has started during a ground or air start, the starter switch
must be manually positioned to OFF for generator operation.
White IGNITION ON CAS MSG will illuminate when electrical power is
being applied to the igniters. The ignition system is protected by a pulloff type circuit breaker, labeled IGN, on the left sidewall switch and
circuit breaker panel.

AIR INDUCTION SYSTEM
The engine air inlet is located at the front of the engine nacelle to the
left of the propeller spinner. Ram air entering the inlet flows through
ducts and an inertial separator system and then enters the engine
through a circular plenum chamber where it is directed to the
compressor by guide vanes. The compressor air inlet incorporates a
screen which will prevent entry of large articles, but does not filter the
inlet air.

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MODEL 208B G1000

INERTIAL SEPARATOR SYSTEM
An inertial separator system in the engine air inlet duct prevents
moisture particles from entering the compressor air inlet plenum when
in bypass mode. The inertial separator consists of two movable vanes
and a fixed airfoil which, during normal operation, route the inlet air
through a gentle turn into the compressor air inlet plenum. When
separation of moisture particles is desired, the vanes are positioned so
that the inlet air is forced to execute a sharp turn in order to enter the
inlet plenum. This sharp turn causes any moisture particles to separate
from the inlet air and discharge overboard through the inertial separator
outlet in the left side of the cowling.
Inertial separator operation is controlled by a T-handle located on the
lower instrument panel. The T-handle is labeled BYPASS-PULL,
NORMAL-PUSH. The inertial separator control should be moved to the
BYPASS position prior to running the engine during ground or flight
operation in visible moisture (clouds, rain, snow, ice crystals) with an
OAT of 5°C (41°F) or less. It may also be used for ground operations or
takeoffs from dusty, sandy field conditions to minimize ingestion of
foreign particles into the compressor. The NORMAL position is used for
all other operations.
The T-handle locks in the NORMAL position by rotating the handle
clockwise 1/4 turn to its vertical position. To unlock, push forward
slightly and rotate the handle 90° counterclockwise. The handle can
then be pulled into the BYPASS position. Once moved to the BYPASS
position, air loads on the movable vanes hold them in this position.
CAUTION

Do not return the INERTIAL SEPARATOR to NORMAL
until after engine shutdown and inspection if icing
conditions are encountered.
NOTE
When moving the inertial separator control from BYPASS to
NORMAL position during flight, reduction of engine power
will reduce the control forces.
(Continued Next Page)

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

ENGINE AIR FLOW

NOTE
The above view shows inertial separator in NORMAL
position. Auxiliary view shows inertial separator in BYPASS
position.
Figure 7-9
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AIRPLANE AND SYSTEMS DESCRIPTION

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MODEL 208B G1000

EXHAUST SYSTEM
The exhaust system consists of a primary exhaust pipe attached to the
right side of the engine just aft of the propeller reduction gearbox. A
secondary exhaust duct, fitted over the end of the primary exhaust pipe
carries the exhaust gases away from the cowling and into the
slipstream. The juncture of the primary exhaust pipe and secondary
exhaust duct is located directly behind the oil cooler. Since the
secondary exhaust duct is of larger diameter than the primary exhaust
pipe, a venturi effect is produced by the flow of exhaust. This venturi
effect creates a suction behind the oil cooler which augments the flow
of cooling air through the cooler. This additional airflow improves oil
cooling during ground operation of the engine.

ENGINE FUEL SYSTEM
The engine fuel system consists of an oil-to-fuel heater, an enginedriven fuel pump, a fuel control unit, a flow divider and dump valve, a
dual fuel manifold with 14 simplex nozzles, and two fuel drain lines. The
system provides fuel flow to satisfy the speed and power demands of
the engine.
Fuel from the airplane reservoir is supplied to the oil-to-fuel heater
which utilizes heat from the engine lubricating oil system to preheat the
fuel in the fuel system. A fuel temperature-sensing oil bypass valve
regulates the fuel temperature by either allowing oil to flow through the
heater circuit or bypass it to the engine oil tank.
Fuel from the oil-to-fuel heater then enters the engine-driven fuel pump
chamber through a 74-micron inlet screen. The inlet screen is springloaded and should it become blocked, the increase in differential
pressure will overcome the spring and allow unfiltered fuel to flow into
the pump chamber. The pump increases the fuel pressure and delivers
it to the fuel control unit via a 10-micron filter in the pump outlet. A
bypass valve and cored passages in the pump body enables unfiltered
high pressure fuel to flow to the fuel control unit in the event the outlet
filter becomes blocked.
(Continued Next Page)

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AIRPLANE AND SYSTEMS DESCRIPTION

ENGINE FUEL SYSTEM (Continued)
The fuel control unit consists of a fuel metering section, a temperature
compensating section, and a gas generator (Ng) pneumatic governor.
The fuel control unit determines the proper fuel schedule to provide the
power required as established by the power lever input. This is
accomplished by controlling the speed of the compressor turbine. The
temperature compensating section alters the acceleration fuel schedule
to compensate for fuel density differences at different fuel
temperatures, especially during engine start. The power turbine
governor, located in the propeller governor housing, provides power
turbine overspeed protection in the event of propeller governor failure.
This is accomplished by limiting fuel to the gas generator. During
reverse thrust operation, maximum power turbine speed is controlled
by the power turbine governor. The temperature compensator alters the
acceleration fuel schedule of the fuel control unit to compensate for
variations in compressor inlet air temperature. Engine characteristics
vary with changes in inlet air temperature, and the acceleration fuel
schedule must, in turn, be altered to prevent compressor stall and/or
excessive turbine temperatures.
The flow divider schedules the metered fuel, from the fuel control unit,
between the primary and secondary fuel manifolds. The fuel manifold
and nozzle assemblies supply fuel to the combustion chamber through
10 primary and 4 secondary fuel nozzles, with the secondary nozzles
cutting in above a preset value. All nozzles are operative at idle and
above.
When the fuel cutoff valve in the fuel control unit closes during engine
shutdown, both primary and secondary manifolds are connected to a
dump valve port and residual fuel in the manifolds is allowed to drain
into the fuel can attached to the firewall where it can be drained daily.

COOLING SYSTEM
No external cooling provisions are provided for the PT6A-114A engine
in this installation. however, the engine incorporates an extensive
internal air system which provides for bearing compartment sealing and
for compressor and power turbine disk cooling. For additional
information on internal engine air systems, refer to the engine
maintenance manual for the airplane.

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MODEL 208B G1000

STARTING SYSTEM
The starting system consists of a starter-generator, a starter switch,
and an Amber STARTER ON CAS MSG. The starter-generator
functions as a motor for engine starting and will motor the gas
generator section until a speed of 46% Ng is reached, at which time, the
start cycle will automatically be terminated by a speed sensing switch
located in the starter-generator. The starter-generator is controlled by a
three-positioned starter switch located on the left sidewall switch and
circuit breaker panel. The switch has OFF, START, and MOTOR
positions. The OFF position deenergizes the ignition and starter circuits
and is the normal position at all times except during engine start. The
START position of the switch energizes the starter-generator which
rotates the gas generator portion of the engine for starting. Also, the
START position energizes the ignition system, provided the ignition
switch is in the NORMAL position. When the engine has started, the
starter switch must be manually placed in the OFF position to deenergize the ignition system and activate the generator system. The
MOTOR position of the switch motors the engine without having the
ignition circuit energized and is used for motoring the engine when an
engine start is not desired. This can be used for clearing fuel from the
engine, washing the engine compressor, etc. The MOTOR position is
spring-loaded to the OFF position. Also, an interlock between the
MOTOR position of the starter switch and the ignition switch prevents
the starter from motoring unless the ignition switch is in the NORMAL
position. This prevents unintentional motoring of the engine with the
ignition on. Starter contactor operation is indicated by an Amber
STARTER ON CAS MSG.

ENGINE ACCESSORIES
All engine-driven accessories, with the exception of the propeller
tachometer-generator and the propeller governors, are mounted on the
accessory gearbox. located at the rear of the engine. These
accessories are driven from the compressor turbine by a coupling shaft
which extends the drive through a conical tube in the oil tank center
section.

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AIRPLANE AND SYSTEMS DESCRIPTION

OIL PUMP
Pressure oil is circulated from the integral oil tank through the engine
lubrication system by a self-contained, gear-type pressure pump
located in the lowest part of the oil tank. The oil pump is contained in a
cast housing which is bolted to the front face of the accessory
diaphram, and is driven by the accessory gear shaft. The oil pump body
incorporates a circular mounting boss to accommodate a check valve,
located in the end of the filter housing. A second mounting boss on the
pump accommodates a pressure relief valve.

FUEL PUMP
The engine-driven pump is mounted on the accessory gearbox at the 2
o’clock position. The pump is driven through a gear shaft and splined
coupling. The coupling splines are lubricated by oil mist from the
auxiliary gearbox through a hole in the gear shaft. Another splined
coupling shaft extends the drive to the fuel control unit which is bolted
to the rear face of the pump. Fuel from the oil-to-fuel heater enters the
fuel pump through a 74-micron inlet screen. Then, fuel enters the pump
gear chamber, is boosted to high pressure, and delivered to the fuel
control unit through a 10-micron pump outlet filter. A bypass valve and
cored passages in the pump casing enable unfiltered high pressure fuel
to flow from the pump gears to the fuel control unit should the outlet
filter become blocked. An internal passage originating at the mating
face with the fuel control unit returns bypass fuel from the fuel control
unit to the pump inlet downstream of the inlet screen. A pressure
regulating valve in this line serves to pressurize the pump gear
bushings.

Ng TACHOMETER-GENERATOR
The Ng tachometer-generator produces an electric current which is
used in conjunction with the gas generator% RPM indicator to indicate
gas generator RPM. The Ng tachometer-generator drive and mount
pad is located at the 5 o’clock position on the accessory gearbox and is
driven from the internal scavenger pump.

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MODEL 208B G1000

PROPELLER TACHOMETER-GENERATOR
The propeller tachometer-generator produces an electric signal which
is used in conjunction with the propeller RPM indicator. The propeller
tachometer- generator drive and mount pad is located on the right side
of the reduction gearbox case and rotates clockwise with a drive ratio of
0.1273:1.

TORQUEMETER
The torquemeter is a hydro-mechanical torque measuring device
located inside the first stage reduction gear housing to provide an
accurate indication of engine power output. The difference between the
torquemeter pressure and the reduction gearbox internal pressure
accurately indicates the torque being produced. The two pressures are
internally routed to bosses located on the top of the reduction gearbox
front case and to a pressure transducer which is electrically connected
to the G1000 which indicates the correct torque. For standby indication,
the pressures are routed to bosses on the top of the reduction
gearcase front case and plumbed to the standby torque indicator.

STARTER-GENERATOR
The starter-generator is mounted on the top of the accessory case at
the rear of the engine. The starter-generator is a 28-volt, 200-amp
engine-driven unit that functions as a motor for engine starting and,
after engine start, as a generator for the airplane electrical system.
When operating as a starter, a speed sensing switch in the startergenerator will automatically shut down the starter, thereby providing
overspeed protection and automatic shutoff. The starter-generator is air
cooled by an integral fan and by ram air ducted from the front of the
engine cowling.

INTERSTAGE
SYSTEM

TURBINE

TEMPERATURE

SENSING

The interturbine temperature sensing system is designed to provide the
operator with an accurate indication of engine operating temperatures
taken between the compressor and power turbines. The system
consists of twin leads, two bus bars, and eight individual chromelalumel thermocouple probes connected in parallel. Each probe
protrudes through a threaded boss on the power turbine stator housing
into an area adjacent to the leading edge of the power turbine vanes.
The probe is secured to the boss by means of a floating, threaded
fitting which is part of the thermocouple probe assembly. Shielded
leads connect each bus bar assembly to a terminal block which
provides a connecting point for external leads to the ITT indicator in the
airplane cabin.
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AIRPLANE AND SYSTEMS DESCRIPTION

PROPELLER GOVERNOR
The propeller governor is located in the 12 o’clock position on the front
case of the reduction gearbox. Under normal conditions, the governor
acts as a constant speed unit, maintaining the propeller speed selected
by the pilot by varying the propeller blade pitch to match the load to the
engine torque. The propeller governor also has a power turbine
governor section built into the unit. Its function is to protect the engine
against a possible power turbine overspeed in the event of a propeller
governor failure. If such an overspeed should occur, a governing orifice
in the propeller governor is opened by flyweight action to bleed off
compressor discharge pressure through the governor and computing
section of the fuel control unit. When this occurs, compressor discharge
pressure, acting on the fuel control unit governor bellows, decreases
and moves the metering valve in a closing direction, thus reducing fuel
flow to the flow divider.

PROPELLER OVERSPEED GOVERNOR
This propeller overspeed governor is located at the 10 o’clock position
on the front case of the reduction gearbox. The governor acts as a
safeguard against propeller overspeed should the primary propeller
governor fail. The propeller overspeed governor regulates the flow of oil
to the propeller pitch-change mechanism by means of a flyweight and
speeder spring arrangement similar to the primary propeller governor.
Because it has no mechanical controls, the overspeed governor is
equipped with a test solenoid that resets the governor below its normal
overspeed setting for ground test. The OVERSPEED GOVERNOR
PUSH TO TEST Switch is located on the left side of the instrument
panel. For a discussion of this switch, refer to the paragraph titled
Propellers in this section.

ENGINE FIRE DETECTION SYSTEM
A test switch, labeled TEST SWITCH, FIRE DETECT - UP, is located
on the lower left corner of the instrument panel. When this switch is
placed in the UP position, the Red ENGINE FIRE CAS MSG will
illuminate on the CAS system and the warning horn will sound
indicating that the fire warning circuitry is operational.

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AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

ENGINE GEAR REDUCTION SYSTEM
The reduction gear and propeller shaft, located in the front of the
engine, are housed in two magnesium alloy castings which are bolted
together at the exhaust outlet. The gearbox contains a two-stage
planetary gear train, three accessory drives, and propeller shaft. The
first-stage reduction gear is contained in the rear case, while the
second-stage reduction gear, accessory drives, and propeller shaft are
contained in the front case. Torque from the power turbine is
transmitted to the first-stage reduction gear, from there to the secondstage reduction gear, and then to the propeller shaft. The reduction
ratio is from a maximum power turbine speed of 33,000 RPM down to a
propeller speed of 1900 RPM.
The accessories, located on the front case of the reduction gearbox,
are driven by a bevel gear mounted at the rear of the propeller shaft
thrust bearing assembly. Drive shafts from the bevel drive gear transmit
rotational power to the three pads which are located at the 12, 3 and 9
o'clock positions. Propeller thrust loads are absorbed by a flanged ball
bearing assembly located on the front face of the reduction gearbox
center bore. The bevel drive gear adjusting spacer, thrust bearing, and
seal runner are stacked and secured to the propeller shaft by a keywasher and spanner nut. A thrust bearing cover assembly is secured
by bolts at the front flange of the reduction gearbox front case.

CHIP DETECTORS
Two chip detectors are installed on the engine, one on the underside of
the reduction gearbox case and one on the underside of the accessory
gearbox case. The chip detectors trigger an Amber CHIP DETECT
CAS MSG on the instrument panel. The CAS message will illuminate
when metal chips are present in one or both of the chip detectors.
Illumination of the Amber CHIP DETECT CAS MSG necessitates the
need for inspection of the engine for abnormal wear.

OIL BREATHER DRAIN CAN
Model 208 airplanes have an oil breather drain can mounted on the
right lower engine mount truss. This can collects any engine oil
discharge coming from the accessory pads for the alternator drive
pulley, starter/generator, air conditioner compressor (if installed), and
the propeller shaft seal. This can should be drained after every flight. A
drain valve on the bottom right side of the engine cowling enables the
pilot to drain the contents of the oil breather drain can into a suitable
container. The allowable quantity of oil discharge per hour of engine
operation is 14 cc for airplanes with air conditioning and 11 cc for
airplanes without air conditioning. If the quantity of oil drained from the
can is greater than specified, the source of the leakage should be
identified and corrected prior to further flight.

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MODEL 208B G1000

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AIRPLANE AND SYSTEMS DESCRIPTION

PROPELLER
The airplane is equipped with a McCauley aluminum material, threebladed propeller. The propeller is constant-speed, full-feathering,
reversible, single-acting, governor-regulated propeller. A setting
introduced into the governor with the PROP RPM Lever establishes the
propeller speed. The propeller utilizes oil pressure which opposes the
force of springs and counter-weights to obtain correct pitch for the
engine load. Oil pressure from the propeller governor drives the blades
toward low pitch (increases RPM) while the springs and counterweights
drive the blades toward high pitch (decreasing RPM). The source of oil
pressure for propeller operation is furnished by the engine oil system,
boosted in pressure by the governor gear pump, and supplied to the
propeller hub through the propeller flange.
To feather the propeller blades, the PROP RPM Lever on the control
pedestal is placed in the FEATHER position; counterweights and spring
tension will continue to twist the propeller blades through high pitch and
into the streamlined or feathered position. Unfeathering the propeller is
accomplished by positioning the PROP RPM Lever forward of the
feather gate. The unfeathering system uses engine oil pressure to force
the propeller out of feather.
Reversed propeller pitch is available for decreasing ground roll during
landing. To accomplish reverse pitch, the power lever is retarded
beyond IDLE and well into the BETA range. Maximum reverse power is
accomplished by retarding the power lever to the MAX REVERSE
position which increases power output from the gas generator and
positions the propeller blades at full reverse pitch. An externally
grooved feedback ring is provided with the propeller.
Motion of the feedback ring is proportional to propeller blade angle, and
is picked up by a carbon block running in the feedback ring. The
relationship between the axial position of the feedback ring and the
propeller blade angle is used to maintain control of blade angle from
idle to full reverse.
CAUTION

The propeller reversing linkage can be damaged if the
power lever is moved aft of the idle position when the
propeller is feathered.

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MODEL 208B G1000

OVERSPEED GOVERNOR TEST SWITCH
An overspeed governor test switch is located on the left side of the
instrument panel. The switch is the push-to-test type and is used to test
the propeller overspeed governor during engine run-up. The switch,
when depressed, actuates a solenoid on the propeller overspeed
governor which restricts propeller RPM when the power lever is
advanced. To check for proper operation of the overspeed governor,
during engine run-up, depress the press-to-test switch and advance the
power lever until propeller RPM stabilizes; propeller RPM should not
exceed 1750 +/- 60 RPM.

FUEL SYSTEM
The airplane fuel system (see Fuel System figure) consists of two
vented, integral fuel tanks with shutoff valves, a fuel selectors off
warning system, a fuel reservoir, an ejector fuel pump, an electric
auxiliary boost pump, a reservoir manifold assembly, a firewall shutoff
valve, a fuel filter, an oil-to-fuel heater, an engine-driven fuel pump, a
fuel control unit, a flow divider, dual manifolds, and 14 fuel nozzle
assemblies. A fuel can and drain is also provided. Refer to the Fuel
Quantity Data Chart for information pertaining to this system.
WARNING

Unusable fuel levels for this airplane were
determined in accordance with Federal Aviation
Regulations. Failure to operate the airplane in
compliance with the fuel limitations specified in
Section 2 may further reduce the amount of fuel
available in flight.
Fuel flows from the tanks through the two fuel tank shutoff valves at
each tanks. The fuel tank shutoff valves are mechanically controlled by
two fuel selectors, labeled LEFT, ON and OFF, located on the overhead
panel. By manipulating the fuel selectors, the pilot can select either left
or right fuel tanks or both at the same time. Normal operation is with
both tanks on. Fuel flows by gravity from the shutoff valves in each tank
to the fuel reservoir.
(Continued Next Page)

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AIRPLANE AND SYSTEMS DESCRIPTION

FUEL SYSTEM (Continued)
The reservoir is located at the low point in the fuel system which
maintains a head of fuel around the ejector boost pump and auxiliary
boost pump which are contained within the reservoir. This head of fuel
prevents pump cavitation in low-fuel quantity situations, especially
during in-flight maneuvering. Fuel in the reservoir is pumped by the
ejector boost pump or by the electric auxiliary boost pump to the
reservoir manifold assembly. The ejector boost pump, which is driven
by motive fuel flow from the fuel control unit, normally provides fuel flow
when the engine is operating. In the event of failure of the ejector boost
pump, the electric boost pump will automatically turn on, thereby
supplying fuel flow to the engine. The auxiliary boost pump is also used
to supply fuel flow during starting. Fuel in the reservoir manifold then
flows through a fuel shutoff valve located on the aft side of the firewall.
This shutoff valve enables the pilot to cut off all fuel to the engine.
After passing through the shutoff valve, fuel is routed through a fuel
filter located on the front side of the firewall. the fuel filter incorporates a
bypass feature which allows fuel to bypass the filter in the event the
filter becomes blocked with foreign material. A red filter bypass flag on
the top of the filter extends upward when the filter is bypassing fuel.
Fuel from the filter is then routed through the oil-to-fuel heater to the
engine-driven fuel pump where fuel is delivered under pressure to the
fuel control unit. The fuel control unit meters the fuel and directs it to the
flow divider which distributes the fuel to dual manifolds and 14 fuel
nozzles located in the combustion chamber. For additional details
concerning the flow of fuel at the engine, refer to the Engine Fuel
System paragraph in this section.
Fuel rejected by the engine on shutdown drains into a fireproof fuel can
located on the front left side of the firewall. The can should be drained
during preflight inspection. If left unattended, the can fuel will overflow
overboard.
Fuel system venting is essential to system operation. Complete
blockage of the vent system will result in decreased fuel flow and
eventual engine stopage. Venting is accomplished by check valve
equipped vent lines, one from each fuel tank, which protrude from the
trailing edge of the wing at the wing tips. also the fuel reservoir is
vented to both wing tanks.

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MODEL 208B G1000

FUEL SYSTEM

Figure 7-10
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AIRPLANE AND SYSTEMS DESCRIPTION

FUEL QUANTITY DATA
FUEL QUANTITY DATA
UNITS OF
MEASURE

FUEL LEVEL
(QUANTITY EACH
TANK)

TOTAL
FUEL

TOTAL
UNUSABLE

TOTAL
USABLE ALL
FLT
CONDITIONS

POUNDS

FULL
(OUTBOARD
FILLERS)
1124.25

2248.5

24.1

2224.4

GALLONS
(U.S.)

167.8

335.6

3.6

332

UNITS OF
MEASURE

FUEL LEVEL
(QUANTITY EACH
TANK)

TOTAL
FUEL

TOTAL
UNUSABLE

TOTAL
USABLE ALL
FLT
CONDITIONS

NOTE
Pounds are based on a fuel specific weight of 6.7 pounds
per U.S. gallon.
WARNING

To achieve full capacity, fill fuel tank to the top of
the fuel filler neck. Filling fuel tanks to the bottom
of the fuel filler collar (level with the flapper valve)
allows space for thermal expansion and results in a
decrease in fuel capacity of four gallons per side
(eight gallons total).
Figure 7-11

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

FIREWALL FUEL SHUTOFF VALVE
A manual firewall fuel shutoff valve, located on the aft side of the
firewall, enables the pilot to shut off all fuel flow from the fuel reservoir
to the engine. The shutoff valve is controlled by a red push-pull knob
labeled FUEL SHUTOFF-PULL OFF and located on the right side of
the pedestal. The push-pull knob has a press-to-release button in the
center which locks the knob in position when the button is released.

FUEL TANK SELECTORS
Two FUEL SELECTORS, one for each tank, are located on the
overhead console. The selectors, labeled LEFT, ON and OFF and
RIGHT, ON and OFF, mechanically control the position of the two fuel
tank shutoff valves at each wing tank. When a fuel tank selector is in
the OFF position, the shutoff valves in the tank are closed. When in the
ON position, both shutoff valves in the tank are open, allowing fuel from
that tank to flow to the reservoir. Normal fuel management is with both
fuel tank selectors in the ON position.
Before refueling, or when the airplane is parked on a slope, turn off one
of the fuel tank selectors (if parked on a slope, turn high wing tank off).
This action prevents crossfeeding from the fuller or higher tank and
reduces any fuel seepage tendency from the wing tank vents.

FUEL SELECTORS OFF WARNING SYSTEM
A test switch, labeled TEST SWITCH, FUEL SELECT OFF - DN, is
located on the lower left corner of the instrument panel. When this
switch is placed in the DOWN position, the Red FUEL SELECT OFF
MSG will illuminate and two warning horns will sound simultaneously
indicating that the fuel selector warning circuitry is operational.

FUEL BOOST PUMP SWITCH
An auxiliary boost pump switch, located on the left sidewall switch and
circuit breaker panel, is labeled FUEL BOOST and has OFF, NORM,
and ON positions. When the switch is in the OFF position, the auxiliary
boost pump is inoperative. When the switch is in the NORM position,
the auxiliary boost pump is armed and will operate when fuel pressure
in the fuel manifold assembly drops below 4.75 psi. This switch position
is used for all normal engine operation where main fuel flow is provided
by the ejector boost pump and the auxiliary boost pump is used as a
standby. When the auxiliary boost pump switch is placed in the ON
position, the auxiliary boost pump will operate continuously. This
position is used for engine start and any other time that the auxiliary
boost pump cycles on and off with the switch in the NORM position,
and for all operations utilizing aviation gasoline.

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FUEL FLOW INDICATION
A fuel flow indicator, located beneath the quantity indicators on both the
ENGINE and SYSTEM pages, indicates the fuel consumption of the
engine in pounds per hour based on Jet A fuel. The indicator measures
the flow of fuel downstream of the fuel control unit just before being
routed into the flow divider. The fuel flow indicator receives power from
a pull-off type circuit breaker labeled F FLOW NP & NG, on the left
sidewall switch and circuit breaker panel.

FUEL QUANTITY INDICATIONS
Fuel quantity is measured by four fuel quantity transmitters (two in each
tank) and indicated by two electrically-operated fuel quantity indicators
on the upper portion of the instrument panel. The fuel quantity
indicators, which measure volume, are calibrated in pounds (based on
the weight of Jet A fuel on a standard day). An empty tank is indicated
by a red line and the letter E. When an indicator shows an empty tank,
approximately 2.8 gallons remain in the tank as unusable fuel. The left
and right fuel quantity indicators each receive power from a pull-off type
circuit breaker. The breakers are labeled LEFT FUEL QTY and RIGHT
FUEL QTY, respectively, and are located on the left sidewall switch and
circuit breaker panel.
WARNING

Because of the relatively long fuel tanks, fuel
quantity indicator accuracy is affected by
uncoordinated flight or a sloping ramp if reading
the indicators while on the ground. Therefore, to
obtain accurate fuel quantity readings, verify that
the airplane is parked in a laterally level condition,
or if in flight, make sure the airplane is in a
coordinated and stabilized condition.

WING TANK FUEL LOW CAUTION CAS MESSAGES
Two float sensors one for each wing tank will trigger the appropriate
amber CAS message, L FUEL LEVEL LOW or R FUEL LEVEL LOW
MSG. when the fuel in the respective tank is 25 gallons (170 lbs) or
less. When the fuel quantity in each tank is less than 25 gallons (170
lbs), amber L-R FUEL LEVEL LOW CAS MSG will replace the
previously displayed L or R FUEL LEVEL LOW CAS message.

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AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

RESERVOIR FUEL LOW WARNING CAS MESSAGE
A Red RSVR FUEL LOW CAS MSG is located on the PFD, and will
illuminate when the level of fuel in the reservoir drops to approximately
one-half full. There is adequate fuel in the fuel reservoir for
approximately 3 minutes of maximum continuous power or
approximately 9 minutes at idle power.

FUEL PRESSURE LOW WARNING CAS MESSAGE
An Amber FUEL PRESS LOW CAS MSG is located on the PFD, and
will illuminate when fuel pressure in the reservoir fuel manifold
assembly is below 4.75 psi.

FUEL BOOST PUMP ON CAS MESSAGE
An Amber FUEL BOOST ON CAS MSG is located on the PFD and will
illuminate when the auxiliary boost pump is operating, such as when
the auxiliary boost pump Switch is placed in the ON position or when
the auxiliary boost pump Switch is in the NORM position and fuel
pressure in the fuel manifold assembly drops below 4.75 psi.

DRAIN VALVES
The fuel system is equipped with drain valves to provide a means for
the examination of fuel in the system for contamination and grade.
Drain valves are located on the lower surface of each wing at the
inboard end of the fuel tank, in fuel tank external sumps, on the left side
of the cargo pod for the reservoir tank, and on the underside of the fuel
filter. Outboard fuel tank drain valves and their use is recommended if
the airplane is parked with one wing low on a sloping ramp. The drain
valves for the wing tanks and their external sumps are tool-operated
poppet type and are flush-external mounted. The wing tank and
external sump drain valves are constructed so that the Phillips
screwdriver on the fuel sampler which is provided can be utilized to
depress the valve and then twist to lock the drain valve in the open
position. The drain valve for the reservoir is controlled by a doublebutton push-pull drain control knob. When pulled out, fuel from the
reservoir drains out the rear fuel drain pipe located adjacent to the drain
valve. The drain valve for the fuel filter consists of a drain pipe which
can be depressed upward to drain fuel from the filter. The fuel sampler
can be used in conjunction with these drain valves for fuel sampling
and purging of the fuel system. The fuel tanks should be filled after
each flight when practical to minimize condensation.
(Continued Next Page)

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MODEL 208B G1000

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AIRPLANE AND SYSTEMS DESCRIPTION

DRAIN VALVES (Continued)
Before each flight of the day and after each refueling, use a clear
sampler and drain fuel from the inboard fuel tank sump, external sump
quick-drain valves, fuel reservoir quick-drain valve, and fuel filter quickdrain valve to determine if contaminants are present, and that the
airplane has been fueled with the proper fuel. If the airplane is parked
with one wing low on a sloping ramp, draining of the outboard fuel tank
sump quick-drain valves is also recommended. If contamination is
detected, drain all fuel drain points again. Take repeated samples from
all fuel drain points until all contamination has been removed. If after
repeated sampling, evidence of contamination still exists, the fuel tanks
should be completely drained and the fuel system cleaned. Do not fly
the airplane with contaminated or unapproved fuel.
WARNING

JP-4 and other NAPHTHA based fuels can cause
severe skin and eye irritation.

FUEL DRAIN CAN
When the engine is shut down, residual fuel in the engine drains into a
fuel drain can mounted on the front left side of the firewall. This can
should be drained once a day or at an interval not to exceed six engine
shutdowns. A drain valve on the bottom side of the cowling enables the
pilot to drain the contents of the fuel drain can into a suitable container.

FUEL PUMP DRAIN RESERVOIR
To control expended lubricating oil from the engine fuel pump drive
coupling area and provide a way to determine if fuel is leaking past the
fuel pump seal, this airplanes is equipped with a drainable reservoir to
collect this allowable discharge of oil and any fuel seepage. The
reservoir is mounted on the front left side of the firewall. It should be
drained once a day or at an interval not to exceed six engine
shutdowns. A drain valve on the bottom side of the cowling enables the
pilot to drain the contents of the reservoir into a suitable container. A
quantity of up to 3 cc of oil and 20 cc of fuel discharge per hour of
engine operation is allowable. If the quantity of oil or fuel drained from
the reservoir is greater than specified, the source of leakage should be
identified and corrected prior to further flight.

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AIRPLANE AND SYSTEMS DESCRIPTION

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MODEL 208B G1000

BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each
main landing gear wheel. Each brake is connected, by a hydraulic line,
to a master cylinder attached to each of the pilot's rudder pedals. The
brakes are operated by applying pressure to the top of either the left
(pilot's) or right (copilot's) set of rudder pedals, which are
interconnected. When the airplane is parked, both main wheel brakes
may be set by utilizing the parking brake which is operated by a handle
below to the right of the pilot’s control wheel. To apply the parking
brake, set the brakes with the rudder pedals and pull the handle aft. To
release the parking brake, push the handle fully in.
A brake fluid reservoir, located just forward of the firewall on the left
side of the engine compartment, provides additional brake fluid for the
brake master cylinders. The fluid in the reservoir should be checked for
proper level prior to each flight.
For maximum brake life, keep the brake system properly maintained.
Airplanes are equipped with metallic type brakes, and require a special
brake burn-in before delivery (or after brake replacement). When
conditions permit, hard brake application is beneficial in that the
resulting higher brake temperatures tend to maintain proper brake
glazing and will prolong the expected brake life. Conversely, the
habitual use of light and conservative brake application is detrimental to
metallic brakes.
Some of the symptoms of impending brake failure are: gradual
decrease in braking action after brake application, noisy or dragging
brakes, soft or spongy pedals, and excessive travel and weak braking
action. If any of these symptoms appear, the brake system is in need of
immediate attention. If, during taxi or landing roll, braking action
decreases, let up on the pedals and then re-apply the brakes with
heavy pressure. If the brakes become spongy or pedal travel
increases, pumping the pedals should build braking pressure. If one
brake becomes weak or fails, use the other brake sparingly while using
opposite rudder, as required, to offset the good brake.

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AIRPLANE AND SYSTEMS DESCRIPTION

ELECTRICAL SYSTEM
The airplane is equipped with a 28-volt, direct-current electrical system
(see Typical Electrical System figure). The system uses a 24-volt
sealed lead acid battery; located on the front right side of the firewall,
as a source of electrical energy. A 200-amp engine-driven startergenerator is used to maintain the battery's state of charge. Power is
supplied to most general electrical and all avionics circuits through two
general buses, two avionics buses, and a hot battery bus. The battery
bus is energized continuously for cabin/courtesy lights and functions
requiring power when the two general busses are off. The two general
buses are on anytime the battery switch is turned on. All DC buses are
on anytime the battery switch and the two avionics switches are turned
on.

STANDBY ELECTRICAL SYSTEM
The standby electrical system serves as a power source in the event
the main generator system malfunctions in flight. The system includes
an alternator operated at a 75-amp capacity rating. The alternator is
belt-driven from an accessory pad on the rear of the engine. The
system also includes an alternator control unit located forward of the
circuit breaker panel, a standby alternator contactor assembly on the
left front side of the firewall and two switches on the left sidewall switch
panel, labeled STBY ALT POWER and AVIONICS STBY PWR.
Circuit protection and isolation is provided by two circuit breakers,
labeled STBY PWR, on the left sidewall circuit breaker panel. Field
excitation to the alternator control unit is supplied through diode logic
from a circuit breaker in the standby alternator relay assembly or from
the HOURMETER/ACU circuit breaker in the main power relay box.
Standby Electrical system monitoring is provided by CAS messages;
White STBY PWR ON CAS MSG and Amber STBY PWR INOP CAS
MSG. Total amperage supplied from the standby electrical system can
be monitored on the EIS SYSTEMS DISPLAY. Additionally, an ALTNR
AMPS CAS message is provided if the standby alternator amperage
draw exceeds normal operating ranges.

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MODEL 208B G1000

GENERATOR CONTROL UNIT
The generator control unit (GCU) is mounted inside the cabin on the left
forward fuselage sidewall. The unit provides the electrical control
functions necessary for the operation of the starter-generator. The GCU
provides for automatic starter cutoff when engine RPM is above 46%.
Below 46%, the starter-generator functions as a starter, and above
46%, the starter-generator functions as a generator when the starter
switch is OFF. The GCU provides voltage regulation plus high voltage
protection and reverse current protection. In the event of a high-voltage
or reverse current condition, the generator is automatically
disconnected from the buses. The generator contactor (controlled by
the GCU) connects the generator output to the airplane bus. If any
GCU function causes the generator contactor to de-energize, the
Amber GENERATOR OFF CAS MSG will illuminate.

GROUND POWER MONITOR
The ground power monitor is located inside the electrical power control
assembly mounted on the left hand side of the firewall in the engine
compartment. This unit senses the voltage level applied to the external
power receptacle and will close the external power contactor when the
applied voltage is within the proper limits.

BATTERY SWITCH
The battery switch is a two-position toggle-type switch, labeled
BATTERY, and is located on the left sidewall switch and circuit breaker
panel. The battery switch is ON in the forward position and OFF in the
aft position. When the battery switch is in the ON position, battery
power is supplied to the two general buses. The OFF position cuts off
power to all buses except the battery bus.

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STARTER SWITCH
The starter switch is a three-position toggle-type switch, labeled
STARTER, on the left sidewall switch and circuit breaker panel. The
switch has OFF, START, and MOTOR positions. For additional details
of the starter switch, refer to the Starting System paragraph in this
section.

IGNITION SWITCH
The ignition switch is a two-position toggle-type switch, labeled
IGNITION, on the left sidewall switch and circuit breaker panel. The
switch has ON and NORMAL positions. For additional details of the
ignition switch, refer to the Ignition System paragraph in this section.

GENERATOR SWITCH
The generator switch is a three-position toggle-type switch, labeled
GENERATOR, on the left sidewall switch and circuit breaker panel. The
switch has ON, RESET, and TRIP positions. With the switch in the ON
position, the GCU will automatically control the generator line contactor
for normal generator operation. The RESET and TRIP positions are
momentary positions and are spring-loaded to the ON position. If a
momentary fault should occur in the generating system (as evidenced
by the Amber GENERATOR OFF CAS MSG, Red VOLTAGE LOW CAS
MSG and/or Red VOLTAGE HIGH CAS MSG), the generator switch
can be momentarily placed in the RESET position to restore generator
power. If erratic operation of the generating system is observed, the
system can be shutoff by momentarily placing the generator switch to
the TRIP position. After a suitable waiting period, generator operation
may be recycled by placing the generator switch momentarily to
RESET.

STANDBY ALTERNATOR POWER SWITCH
The standby alternator system switch is a two-position toggle-type
switch, labeled STBY ALT POWER. There is also an amber LED above
the switch that illuminates when the BATTERY switch is in the OFF
position with STBY ALT POWER in the ON position. This is an alert to
the operator to help prevent accidental discharging of the battery that
can occur if the STBY ALT POWER switch is left ON after shutdown.

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MODEL 208B G1000

AVIONICS POWER SWITCHES
Electrical power from the airplane power distribution bus to the avionics
buses (see Typical Electrical System figure) is controlled by two toggletype switch breakers located on the left sidewall switch and circuit
breaker panel. One switch controls power to the number 1 avionics bus
while the other switch controls power to the number 2 avionics bus. The
switches are labeled AVIONICS and are ON in the forward position and
OFF in the aft position. The avionics power switches should be placed
in the OFF position prior to turning the battery switch ON or OFF, or
applying an external power source. The number 1 AVIONICS Switch
must be ON.
WARNING

Failure to have AVIONICS No. 1 ON will result in an
over temperature and image damage.

AVIONICS STANDBY POWER SWITCH
The avionics standby power system switch is a guarded two-position
switch/breaker, labeled AVIONICS STBY PWR. The guard covering
this switch must be lifted in order to select the ON position. When
switched ON, the standby electrical system directly provides power to
the Avionics bus 1. When switched OFF, the standby electrical system
may provide extra power to the avionics busses via the main power
distribution bus, provided the STBY PWR circuit breakers on the
electrical busses are not pulled. When operating solely on standby
power, both AVIONICS 1 and 2 power switches should be OFF to avoid
feeding a possible fault in the primary power system.

AVIONICS BUS TIE SWITCH
The avionics bus tie switch is a two-position guarded toggle-type switch
located on the left sidewall switch and circuit breaker panel. The switch
connects the number 1 and number 2 avionics buses together in the
event of failure of either bus feeder circuit. Because power for each
avionics bus is supplied from a separate current limiter on the power
distribution bus, failure of a current limiter can cause failure of the
affected bus. Placing the bus tie switch to the ON position will restore
power to the failed bus. Operation without both bus feeder circuits may
require an avionics load reduction, depending on equipment installed.

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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

TYPICAL ELECTRICAL SYSTEM

Figure 7-12 (Sheet 1 of 3)
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MODEL 208B G1000

TYPICAL ELECTRICAL SYSTEM

Figure 7-12 (Sheet 2 of 3)
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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

TYPICAL ELECTRICAL SYSTEM

Figure 7-12 (Sheet 3 of 3)

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MODEL 208B G1000

EXTERNAL POWER SWITCH
The external power switch is a three-position guarded toggle-type
switch located on the left sidewall switch and circuit breaker panel. The
switch has OFF, STARTER, and BUS positions and is guarded in the
OFF position. When the switch is in the OFF position, battery power is
supplied to the main bus and to the starter-generator circuit, external
power cannot be applied to the main bus, and, with the generator
switch in the ON position, power is applied to the generator control
circuit. When the external power switch is in the STARTER position,
external power is applied to the starter circuit only and battery power is
supplied to the main bus. No generator power is available in this
position. When the external power switch is in the BUS position,
external power is applied to the main bus and no power is available to
the starter. The battery, if desired, can be connected to the main bus
and external power by the battery switch; however, battery charge
should be monitored to avoid overcharge.

CIRCUIT BREAKERS
Most of the electrical circuits in the airplane are protected by pull-off
type circuit breakers mounted on the left sidewall switch and circuit
breaker panel. Should an overload occur in any circuit, the controlling
circuit breaker will trip, opening the circuit. After allowing the circuit
breaker to cool for approximately three minutes, it may be reset
(pushed in). If the breaker trips again, it should not be reset until
corrective action is taken.
WARNING

Make sure all circuit breakers are in before all
flights. Never operate with tripped circuit breakers
without
a
thorough
knowledge
of
the
consequences.

VOLTAGE AND AMPERAGE DISPLAY
The status of the electrical system can be monitored on the MFD (nonreversionary mode). Battery current (BAT AMPS) and bus voltage
(BUS VOLTS) are displayed on the default EIS-ENGINE display page.
By pressing the ENGINE softkey and the SYSTEM softkey, the EIS
pages changes to the EIS-Systems display where generator current
(GEN AMPS), and bus voltage (BUS VOLTS) can be monitored
simultaneously. A negative display on BAT AMPS indicates battery
discharge, while a positive display indicates battery charging.

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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 work
on the electrical and avionics equipment. External power control
circuitry is provided to prevent the external power and the battery from
being connected together during starting. The external power
receptacle is installed on the left side of the engine compartment near
the firewall.
The ground service circuit incorporates polarity reversal and
overvoltage protection. Power from the external power source will flow
only if the ground service plug is correctly connected to the airplane. If
the plug is accidentally connected backwards or the ground service
voltage is too high, no power will flow to the electrical system, thereby
preventing any damage to electrical equipment.

LIGHTING SYSTEMS
EXTERIOR LIGHTING
Exterior lighting consists of three navigation lights, two landing lights,
two taxi/recognition lights, two strobe lights, a flashing beacon, and two
underwing courtesy lights. All exterior lights are controlled by toggle
switches located on the lighting control panel on the left side of the
instrument panel. The toggle switches are ON in the up position and
OFF in the down position.
NAVIGATION LIGHTS
Conventional navigation lights are installed on the wing tips and
tailcone stinger. The lights are protected by a pull-off type circuit
breaker, labeled NAV LIGHT, on the left sidewall switch and circuit
breaker panel.

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MODEL 208B G1000

LANDING LIGHTS
Two landing lights are installed on the airplane, one in each wing
leading edge mounted outboard. The lights provide illumination forward
and downward during takeoff and landing. The lights are protected by
two pull-off type circuit breakers, labeled LEFT LDG LIGHT and RIGHT
LDG LIGHT, on the left sidewall switch and circuit breaker panel.
NOTE
It is not recommended that the landing lights be used to
enhance the conspicuity of the airplane in the traffic pattern
or enroute, because of their relatively short service life. the
taxi/recognition lights have considerably longer service life
and are designed for this purpose, if desired.
TAXI/RECOGNITION LIGHTS
Two taxi/recognition lights are mounted inboard of each landing light in
each wing leading edge. The lights are focused to provide illumination
of the area forward of the airplane during ground operation and taxiing.
the lights are also used to enhance the conspicuity of the airplane in the
traffic pattern or enroute. The taxi/recognition lights are protected by a
pull-off type circuit breaker, labeled TAXI LIGHT, on the left sidewall
switch and circuit breaker panel.
STROBE LIGHTS
A high intensity strobe light system is installed on the airplane. The
system includes two strobe lights (with remote power supplies) located
one on each wing tip. The lights are used to enhance anti-collision
protection for the airplane and are required anti-collision lights for night
operations. The strobe lights are protected by a pull-off type circuit
breaker, labeled STROBE LIGHT, on the left sidewall switch and circuit
breaker panel.
WARNING

Strobe lights should be turned off when taxiing.
Ground operation of the high intensity anticollision lights can be considerable annoyance to
ground personnel and other pilots. Do not operate
the anti-collision lights in conditions of fog, clouds,
or haze as the reflection of the light beam can
cause disorientation or vertigo.

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FLASHING BEACON LIGHT
A red flashing beacon light is installed on the top of the vertical fin as
additional anti-collision protection in flight and for recognition during
ground operation. The light is visible through 360°. The flashing beacon
light circuit is protected by a pull-off type circuit breaker, labeled
BEACON LIGHT, on the left sidewall switch and circuit breaker panel.
WARNING

The flashing beacon should not be used when
flying through clouds or overcast; the flashing light
reflected from water droplets or particles in the
atmosphere, particularly at night, can cause
disorientation or vertigo.
COURTESY LIGHTS
Two courtesy lights are installed, one under each wing. The lights
illuminate the area outside of the airplane adjacent to the crew entry
doors. The lights operate in conjunction with the cabin lights and are
controlled by the cabin light switches as described in the Cabin Lights
paragraph in this section.

INTERIOR LIGHTING
Instrument and control panel lighting is provided by integral, flood and
post lights. Six lighting control knobs are grouped together on the lower
part of the instrument panel to the left of the control pedestal. These
controls vary the intensity of the lighting for the instrument panel,
pedestal, overhead panel, left sidewall panel, LED panels, Garmin
displays, and internally lit instruments. The following paragraphs
describe the function of these controls. The circuits for these lights are
protected by two pull-off type circuit breakers, labeled AVN/FLOOD
LIGHT and INST LIGHT, on the left sidewall switch and circuit breaker
panel. Other miscellaneous lighting provided or available includes
control wheel map lights, cabin lights, passenger reading lights, and a
no smoking/seat belt sign. Discussion of these lights and their controls
is also included in the following paragraphs.
GARMIN DISPLAYS, OPTIONAL ADF, AND HF DISPLAYS (if
installed)
The knob labeled AVIONICS varies the intensity of the Garmin and
optional displays (if installed). Clockwise rotation of the knob increases
display brightness and counterclockwise rotation decreases brightness.
The displays cannot be dimmed to full dark. Rotating this knob
counterclockwise past the dimmest setting will place the displays in
photosensitive mode.
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STANDBY INDICATOR CONTROL KNOB
The knob labeled STANDBY IND varies the intensity of the integral
lighting of the standby airspeed indicator, attitude indicator, altimeter,
torque indicator, and magnetic compass. Clockwise rotation of the knob
increases light brightness and counterclockwise rotation decreases
brightness.
SWITCH/CIRCUIT BREAKER PANEL CONTROL KNOB
The knob labeled SW/CB PANELS varies the intensity of the backlit
LED panels. These panels are inscribed with labels for most of the
switches, controls, and circuit breakers mounted on the instrument
panel. Clockwise rotation of the knob increases panel brightness and
counterclockwise rotation decreases brightness.
CIRCUIT BREAKER/PEDESTAL/OVERHEAD PANEL KNOB
The knob labeled CB/PED/OVHD varies the intensity of the lights that
illuminate the left sidewall switch and circuit breaker panel, the flood
light that illuminates the control pedestal, and the post lights that
illuminate the overhead panel. Clockwise rotation of the knob increases
panel brightness and counterclockwise rotation decreases brightness.
LEFT FLOOD LIGHTING CONTROL KNOB
This knob labeled LEFT FLOOD varies the brightness of the left side
floodlight located on the right aft side of the overhead panel. This
floodlight may also be used to illuminate the left sidewall switch and
circuit breaker panel. Clockwise rotation of this control knob increases
lamp brightness while counterclockwise rotation decreases brightness.
RIGHT FLOOD LIGHTING CONTROL KNOB
This knob labeled RIGHT FLOOD varies the brightness of the right side
floodlight located on the left aft side of the overhead panel. Clockwise
rotation of this control knob increases lamp brightness while
counterclockwise rotation decreases brightness.
CONTROL WHEEL MAPLIGHTS
A control wheel maplight is mounted on the bottom of each control
wheel. These lights illuminate the lower portion of the cabin in front of
the pilot and copilot, and are used for checking maps and other flight
data during night operation. Brightness of these lights is adjusted with a
rheostat control knob on the bottom of the control wheel. Rotating the
near side of the knob to the right increases light brightness and to the
left decreases brightness.

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CABIN LIGHTS WITHOUT TIMER (208B Passenger)
The 208B passenger cabin light system without timer consists of four
cabin lights installed on the interior of the airplane and courtesy lights
under each wing to facilitate boarding or loading cargo during night
operations. Two lights are located above the center cabin area, one
above the aft cargo door, and one above the aft passenger door.
Controls for the lighting system consists of one 2-way toggle switch
labeled CABIN on the lighting control panel as well as a rocker switch
just forward of both the aft passenger and cargo doors. All three of
these switches will toggle all cabin on or off at any time regardless of
the other switch positions.
The circuit for the cabin lights is protected by a pull-off type circuit
breaker, labeled CABIN LTS, on the J-Box panel in the engine bay.
CABIN LIGHTS WITH TIMER (if installed)
The 208B cabin light system with timer consists of four cabin lights
installed on the interior of the airplane and courtesy lights under each
wing to facilitate boarding or loading cargo during night operations. Two
lights are located above the center cabin area, one above the aft cargo
door, and one above the aft passenger door.
Controls for the lighting system consists of one 3-way momentary
switch labeled CABIN on the lighting control panel as well as a rocker
switch just forward of both the aft passenger and cargo doors. The
passenger door toggle switch will control all lights except the cargo
door light, while the cargo door toggle switch will control only the cargo
door light. The 3-way momentary switch labeled CABIN on the lighting
control panel will control all lights regardless of the other switch
positions.
The timer circuitry includes a solid state timer that will turn off all lights
after 30 minutes automatically unless they are switched off manually.
The circuit for the cabin lights is protected by a "pull-off" type circuit
breaker, labeled CABIN LTS, on the J-Box panel in the engine bay.
CABIN LIGHTS WITH TIMER (Super CargoMaster)
The Super CargoMaster cabin light system consists of four cabin lights
installed on the interior of the airplane and courtesy lights under each
wing to facilitate boarding or loading cargo during night operations. Two
lights are located above the center cabin area, one above the aft cargo
door and one opposite the aft cargo door.
Controls for the lighting system consists of one 3-way momentary switch
labeled CABIN on the lighting control panel as well as a rocker switch
just forward of the cargo door.

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MODEL 208B G1000

PASSENGER READING LIGHTS (Passenger Version Only)
Passenger reading lights may be installed near each of the aft
passengers positions. The lights are located in 14 small convenience
panels above each seat. A pushbutton-type ON, OFF switch, mounted
in each panel, controls the lights. The lights can be pivoted in their
mounting sockets to provide the most comfortable angle of illumination
for the passenger.
NO SMOKE/SEAT BELT SIGN (Passenger Version Only)
A lighted warning sign may be installed in the airplane to facilitate
warning passengers of impending flight operations necessitating the
fastening of seat belts and/or the extinguishing of all smoking materials.
This installation consists of a small lighted panel mounted in the cabin
headliner immediately aft of the overhead console and two toggle-type
switches, labeled SEAT BELT and NO SMOKE, on the lighting control
panel. When these switches are placed in the ON position, the warning
signs illuminate, displaying the international graphic symbolism for
fasten seat belts and no smoking to the rear cabin passengers. The
circuit for the warning sign lights is protected by a pull-off type circuit
breaker, labeled SEAT BELT SIGN, on the left sidewall switch and
circuit breaker panel.

CABIN HEATING, VENTILATING AND DEFROSTING
SYSTEM
The temperature and volume of airflow to the cabin is regulated by the
cabin heating, ventilating and defrosting system (see Cabin Heating,
Ventilating and Defrosting System figure). In the heating system, hot
compressor outlet air is routed from the engine through a flow control
valve, then through a mixer/muffler where it is mixed with cabin return
air or warm air from the compressor bleed valve (depending on the
setting of the mixing air valve) to obtain the correct air temperature
before the air is routed to the cabin air distribution system. Controls are
provided to direct the heated air to the forward and/or aft portions of the
cabin for heating and to the windshield for defrosting. Ventilating air is
obtained from an inlet on each side at the forward fuselage and through
two ram air inlets, one on each wing at the upper end of the wing struts.
The wing inlet ventilating air is routed through the wing into a plenum
chamber located in the center of the cabin top. The plenum distributes
the ventilating air to individual overhead outlets near each seat
position. Two electric blowers are available for the overhead ventilating
system. Details of this installation are presented in Section 9,
Supplements.

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BLEED AIR HEAT SWITCH
A two-position toggle switch, labeled BLEED AIR HEAT, is located on
the cabin heat switch and control panel. The switch controls the
operation of the bleed air flow control valve. The ON position of the
switch opens the flow control valve, allowing hot bleed air to flow to the
cabin heating system. The OFF position (down) closes the valve,
shutting off flow of hot bleed air to the heating system.

TEMPERATURE SELECTOR KNOB
A rotary temperature selector knob, labeled TEMP, is located on the
cabin heat switch and control panel. The selector modulates the
opening and closing action of the flow control valve to control the
amount and temperature of air flowing into the cabin. Clockwise
rotation of the knob increases the mass flow and temperature of the air.
NOTE

•

If more cabin heat is needed while on the ground, move
the FUEL CONDITION Lever to HIGH IDLE and/or
select the GRD position (pulled out) of the mixing air
control.

•

Some hysteresis may be encountered when adjusting
bleed air temperature. The resulting amount and
temperature of bleed air may be different when
approaching a particular temperature selector knob
position from a clockwise versus a counterclockwise
direction. Best results can usually be obtained by turning
the temperature selector knob full clockwise and then
slowly turning it counterclockwise to decrease bleed
airflow to the desired amount.
A temperature sensor, located in the outlet duct from the mixer/muffler
operates in conjunction with the temperature selector knob. In the
event of a high temperature condition (overheat) in the outlet duct, the
temperature sensor will be energized, closing the flow control valve and
thus shutting off the source of hot bleed air from the engine.

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MODEL 208B G1000

CABIN HEATING, VENTILATING AND DEFROSTING
SYSTEM (CARGO VERSION)

Figure 7-13 (Sheet 1 of 2)

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AIRPLANE AND SYSTEMS DESCRIPTION

CABIN HEATING, VENTILATING AND DEFROSTING
SYSTEM (PASSENGER VERSION)

Figure 7-13 (Sheet 2 of 2)

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MIXING AIR PUSH-PULL CONTROL
A push-pull control, labeled MIXING AIR, GRD-PULL, FLT-PUSH, is
located on the cabin heat switch and control panel. With the push-pull
control in the GRD position (pulled out), warm compressor bleed valve
air is mixed with hot compressor outlet air in the mixer/muffler. This
mode is used during ground operation when warm compressor bleed
valve air is available (at power setting below 92% Ng) and can be used
as additional bleed air heat to augment the hot compressor outlet bleed
air supply during periods of cold ambient temperature. With the pushpull control in the FLT position (pushed in), cabin return air is mixed
with the hot compressor outlet air in the mixer/muffler. This recirculation
of cabin return air enables the heating system to maintain the desired
temperature for proper cabin heating. If desired, the FLT position of the
push-pull control can be used on the ground when ambient
temperatures are mild and maximum heating is not required. In this
mode, the excess warm compressor bleed valve air available at power
settings below 92% Ng is exhausted overboard from the mixing air
valve.
CAUTION

The mixing air push-pull control should always be in the
FLT position (pushed in) when the airplane is in flight.
Cabin return air must be allowed to flow through the
mixing valve and blend with hot compressor outlet air
during high engine power operation in order to maintain
proper temperature in the cabin heat distribution
system. If the FLT position is not used during flight, the
system may overheat and cause an automatic
shutdown.

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AFT/FORWARD CABIN PUSH-PULL CONTROL
A push-pull control, labeled AFT CABIN-PULL, FWD CABIN-PUSH, is
located on the cabin heat switch and control panel. With the control in
the AFT CABIN position (pulled out), heated air is directed to the aft
cabin heater outlets located on the cabin sidewalls at floor level on the
Passenger Version 208 and the outlets in the floor behind the pilot and
copilot on the Cargomaster.
With the control in the FWD CABIN position (pushed in), heated air is
directed to the forward cabin through four heater outlets located behind
the instrument panel and/or the two windshield defroster outlets. The
push-pull control can be positioned at any intermediate setting desired
for proper distribution of heated air to the forward and aft cabin areas.

DEFROST/FORWARD CABIN PUSH-PULL CONTROL
A push-pull control, labeled DEFROST-PULL, FWD CABIN-PUSH, is
located on the cabin heat switch and control panel. With the control in
the DEFROST position (pulled out), forward cabin air is directed to two
defroster outlets located at the base of the windshield (the aft/forward
cabin push-pull control also must be pushed in for availability of forward
cabin air for defrosting). With the defrost/forward cabin push-pull
control in the FWD CABIN position (pushed in), heated air will be
directed to the four heater outlets behind the instrument panel.

CABIN HEAT FIREWALL SHUTOFF KNOB
A push-pull shutoff knob, labeled CABIN HEAT FIREWALL SHUTOFF,
PULL OFF, is located on the lower right side of the pedestal. When
pulled out, the knob actuates two firewall shutoff valves, one in the
bleed air supply line to the cabin heating system and one in the cabin
return air line, to the off position. This knob should normally be pushed
in unless a fire is suspected in the engine compartment.
CAUTION

Do not place the cabin heat firewall shutoff knob in the
OFF position when the mixing air control is in the GRD
position because a compressor stall will occur 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.

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VENT AIR CONTROL KNOBS
Two vent air control knobs, labeled VENT AIR, are located on the
overhead console. The knobs control the operation of the shutoff valves
in each wing which control the flow of ventilating air to the cabin. The
knob on the right side of the console controls the right wing shutoff
valve and similarly, the knob on the left side controls the left wing
shutoff valve. When the vent air control knobs are rotated to the
CLOSE position, the wing shutoff valves are closed; rotating the knobs
to the OPEN position progressively opens the wing shutoff valves.
When the optional cabin ventilation fans are installed, rotating the
knobs to the full OPEN position also turns on the ventilation fans.

INSTRUMENT PANEL VENT KNOBS
Two vent knobs, labeled VENT, PULL ON, are located one on each
side of the instrument panel. Each knob controls the flow of ventilating
air from an outlet located adjacent to each knob. Pulling each knob
opens a small air door on the fuselage exterior which pulls in ram air for
distribution through the ventilating outlet.

VENTILATING OUTLETS
Two vent knobs, labeled VENT, PULL ON, are located one on each
side of the instrument panel. Each knob controls the flow of ventilating
air from an outlet located adjacent to that knob. Pulling each knob
opens a small air door on the fuselage exterior which pulls in ram air for
distribution through the ventilating outlet.

OXYGEN SYSTEM
Some Cargo Versions are equipped with a two-port oxygen system
having quick-don type masks for the pilot and passenger; other Cargo
Versions can be equipped with a two-port oxygen system utilizing
conventional masks. The Passenger Version can be equipped with up
to 17-port oxygen system utilizing conventional masks. Refer to Section
9, Supplements, for complete details and operating instructions.

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PITOT-STATIC SYSTEM AND INSTRUMENTS
There are two independent pitot-static systems on the airplane. The left
pitot-static system supplies ram air pressure to Air Data Computer #1
and to the standby airspeed indicator, and supplies static pressure to
Air Data Computer #1 and to the standby airspeed indicator, vertical
speed indicator, and altimeter. The right pitot-static system provides
ram air and static pressure to Air Data Computer #2. Each system is
composed of a heated pitot-static tube mounted on the leading edge of
the corresponding wing, a drain valve located on the sidewall beneath
the instrument panel, and the associated plumbing necessary to
connect the instruments and sources. In addition, the left system
includes a static pressure alternate source valve located on the lower
left corner of the instrument panel.
The static pressure alternate source valve in the left system can be
used if the static source is malfunctioning. This valve supplies static
pressure from inside the cabin instead of from the pitot-static tube. If
erroneous instrument readings are suspected due to water or ice in the
pressure line going to the static pressure source, the alternate source
valve should be pulled on. Pressures within the cabin will vary with
vents open or closed. Refer to Section 5, Performance for the effect of
varying cabin pressures on airspeed and altimeter readings.
The drain valves incorporated in each system, located on the sidewall
beneath the instrument panel, are used to drain suspected moisture
accumulation by lifting the drain valve lever to the OPEN position as
indicated by the placard adjacent to the valve. The valve must be
returned to the CLOSED position prior to flight.
The pitot-static heat system consists of a heating element in each pitotstatic tube, a two-position toggle switch, labeled PITOT/STATIC HEAT,
on the de-ice/anti-ice switch panel, and two pull-off type circuit breaker,
labeled LEFT PITOT HEAT and RIGHT PITOT HEAT, on the left
sidewall switch and circuit breaker panel. When the pitot-static heat
switch is turned on, elements in the pitot-static tubes are heated
electrically to maintain proper operation in possible icing conditions.

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AIRSPEED INDICATIORS
The Garmin PFDs are the primary sources of airspeed information.
Standby airspeed information is depicted by a mechanical indicator
calibrated in knots, connected to the left pitot-static system. Limitation
and range markings (in KIAS) match the markings on the PFD as listed
in Section 2, Limitations.
The standby airspeed indicator is a true airspeed indicator and is
equipped with a knob which works in conjunction with the airspeed
indicator dial in a manner similar to the operation of a flight computer.
To operate the indicator, first rotate the knob until pressure altitude is
aligned with outside air temperature in degrees Centigrade. To obtain
pressure altitude, momentarily set the barometric scale on the altimeter
to 29.92 and read pressure altitude on the altimeter. Be sure to return
the altimeter barometric scale to the original barometric setting after
pressure altitude has been obtained. Having set the knob to correct for
altitude and temperature, read the true airspeed shown in the window
by the indicator pointer. For best accuracy, the indicated airspeed
should be corrected to calibrated airspeed by referring to the Airspeed
Calibration chart in Section 5, Performance. Knowing the calibrated
airspeed, read true airspeed in the window opposite the calibrated
airspeed.

VERTICAL SPEED INDICATION
The vertical speed indication on the PFDs depict airplane rate of climb
or descent in feet per minute. The pointers are actuated by atmospheric
pressure changes resulting from changes of altitude as supplied by the
static sources.

ALTIMETER (STANDBY INSTRUMENT PANEL)
Airplane altitude is depicted by a barometric type altimeter. A knob near
the lower left portion of the indicator provides adjustment of the
instrument's barometric scale to the current altimeter setting.

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

VACUUM SYSTEM AND INSTRUMENTS
A vacuum system (see Typical Vacuum System figure) provides the
suction necessary to operate the standby attitude indicator. Vacuum is
obtained by passing regulated compressor outlet bleed air through a
vacuum ejector. Bleed air flowing through an orifice in the ejector
creates the suction necessary to operate the indicator. The vacuum
system consists of the bleed air pressure regulator, a vacuum ejector
on the forward left side of the firewall, a vacuum relief valve and
vacuum system air filter on the aft side of the firewall, and the standby
attitude indicator.

ATTITUDE INDICATOR (Standby Instrument Panel)
Standby attitude information is depicted by a vacuum-driven attitude
indicator. Bank attitude is presented by a pointer at the top of the
indicator relative to the bank scale which has index marks at 10°, 20°,
30°, 60°, and 90° either side of the center mark. Pitch and roll attitudes
are presented by a miniature airplane superimposed over a symbolic
horizon area divided into two sections by a white horizon bar. The
upper blue sky and the lower ground area have arbitrary pitch
reference lines useful for pitch attitude control. A knob at the bottom of
the instrument is provided for inflight adjustment of the miniature
airplane to the horizon bar for a more accurate flight attitude indication.

LOW-VACUUM WARNING FLAG
The standby attitude indicator includes an orange low-vacuum warning
flag (GYRO) that comes into view when the vacuum is below the level
necessary for reliable gyroscope operation.
WARNING

The orange low-vacuum warning flag (gyro) is the
only indication of the loss of the vacuum system.

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CESSNA
MODEL 208B G1000

TYPICAL VACUUM SYSTEM

Figure 7-14
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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

STALL WARNING SYSTEM
The airplane is equipped with a vane-type stall warning unit, in the
leading edge of the left wing, which is electrically connected to a stall
warning horn located overhead of the pilot's position. The vane in the
wing senses the change in airflow over the wing, and operates the
warning horn at airspeeds between 5 and 10 knots above the stall in all
configurations.
The stall warning system should be checked during the preflight
inspection by momentarily turning on the battery switch and actuating
the vane in the wing. The system is operational if the warning horn
sounds as the vane is pushed upward. The elevator must be off the
forward stop before the stall warning horn is enabled due to the fact
that the aircraft is equipped with a stall warning ground disconnect
switch.
A pull-off type circuit breaker, labeled STALL WRN, protects the stall
warning system. Also, it is provided to shut off the warning horn in the
event it should stick in the on position.
WARNING

This circuit breaker must be pushed in for landing.
The vane and sensor unit in the wing leading edge is equipped with a
heating element. The heated part of the system is operated by the
STALL HEAT switch on the deice/anti-ice switch panel, and is protected
by the STALL WRN circuit breaker on the left sidewall switch and circuit
breaker panel.

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MODEL 208B G1000

AVIONICS SUPPORT EQUIPMENT
Various avionics support equipment is installed in the airplane, and
includes a microphone/speaker, mic/phone jacks, avionics cooling fans,
12VDC power outlets, an auxiliary audio input jack, and control surface
static dischargers. The following paragraphs discuss these items.
Description and operation of radio equipment is covered in Section 9 of
this POH/AFM.

AVIONICS COOLING FAN
Two DC electric deck skin fans mounted on the underside of the cowl
deck draw warm air from behind the instrument panel to maintain
proper operating temperatures. In addition, three DC electric fans blow
air directly onto the display heat sinks for prolonged equipment life. The
deck skin fans will operate when the BATTERY switch is ON and the
AVIONICS No. 1 power switch is on.

MICROPHONE-HEADSET INSTALLATIONS
Radio communications are accomplished by the use of a hand-held
microphone and the airplane speaker, or by aviation-style headsets.
The hand-held microphone stows in a hanger on the front of the
pedestal and plugs into a mic jack located on the right side of the
pedestal. It includes an integral push-to-talk button. The airplane
speakers are located above the pilot's and copilot's positions in the
cabin headliner.
The headsets plug into microphone and headset jacks located on the
left side of the instrument panel for the pilot and the right side of the
instrument panel for the copilot. Push-to-talk switches for the headsets
are mounted on the control wheels.
Audio is controlled by the individual audio selector switches and
adjusted for volume level by using the selected receiver volume
controls. The system is designed so that microphones are voice
activated, with transmission over the COM radios controlled by the
push-to-talk switches.

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

STATIC DISCHARGERS
As an aid in IFR flights, wick-type static dischargers are installed to
improve radio communications during flight through dust or various
forms of precipitation (rain, snow or ice crystals). Under P-Static
conditions, the build-up and discharge of static electricity from the
trailing edges of the wings, rudder, elevator, propeller tips, and radio
antennas can result in loss of usable radio signals on all
communications and navigation radio equipment. Usually the ADF is
first to be affected and VHF communication equipment is the last to be
affected.
Installation of static dischargers reduces interference from precipitation
static, but it is possible to encounter severe precipitation static
conditions which might cause the loss of radio signals, even with static
dischargers installed. Whenever possible, avoid known severe
precipitation areas to prevent loss of dependable radio signals. If
avoidance is impractical, minimize airspeed and anticipate temporary
loss of radio signals while in these areas.
Static dischargers lose their effectiveness with age, and therefore,
should be checked periodically (at least at every annual inspection) by
qualified avionics technicians, etc. If testing equipment is not available,
it is recommended that the wicks be replaced every two years,
especially if the airplane is operated frequently in IFR conditions. The
discharger wicks are designed to unscrew from their mounting bases to
facilitate replacement.

12VDC POWER OUTLET
A power converter, located below the copilot seat, reduces the
airplane's 28VDC power to 12VDC. This converter provides up to 10
amps of power to operate portable devices such as notebook computer
and audio players. The power output connector (POWER OUTLET
12V) is located on the center pedestal (Refer to Typical Instrument
Panel figure).

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AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

AUXILIARY AUDIO INPUT JACK
An auxiliary audio input jack (AUX AUDIO IN) is mounted on the lower
aft face of the pedestal (Refer to Typical Instrument Panel figure). It
allows connection of entertainment audio devices such as cassette,
compact disc, and MP3 players to play music over the airplane's
headsets.
The signal from AUX AUDIO IN is automatically muted during radio
communications or pilot selection of crew intercom isolation modes
located on the audio panel. The AUX key on the audio panel does not
control the AUX AUDIO IN signal. For a more complete description and
operating instructions of the audio panel, refer to the Garmin G1000
CRG.
Since the entertainment audio input is not controlled by a switch, there
is no way to deselect the entertainment source except to disconnect the
source at the audio input connector.

CABIN FEATURES
CABIN FIRE EXTINGUISHER
A portable fire extinguisher is installed on the cargo barrier in some
Cargo Versions and on the inside of the pilot’s entry door in other Cargo
Versions and the Passenger Version. The extinguisher in both
airplanes is readily accessible in case of fire. The extinguisher should
be checked prior to each flight to ensure that its bottle pressure, as
indicated by the gage on the bottle, is within the green arc and the
operating lever lock pin is securely in place.
To operate the fire extinguisher:
1. Loosen retaining clamp and remove extinguisher from bracket.
2. Hold extinguisher upright, pull operating lever lock pin, and press
lever while directing the discharge at the base of the fire at the
near edge. Progress toward the back of the fire by moving the
nozzle rapidly with a side-to-side sweeping motion.
CAUTION

Care must be taken not to direct the initial discharge
directly at the burning surface at close range (less than
five feet) because the high velocity stream may cause
splashing and/or scattering of the burning material.
3. Anticipate approximately ten seconds of discharge duration.
(Continued Next Page)
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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CABIN FIRE EXTINGUISHER (Continued)
WARNING

Ventilate the cabin promptly after successfully
extinguishing the fire to reduce the gases produced
by thermal decomposition. Occupants should use
oxygen masks until the smoke clears.
Fire extinguishers should be recharged by a qualified fire extinguisher
agency after each use. Such agencies are listed under “Fire
Extinguisher” in the telephone directory. After recharging, secure the
extinguisher to its mounting bracket; do not allow it to lie loose on floor
or seats.

SUN VISORS
Two sun visors are mounted overhead of the pilot and copilot. The
visors are mounted on adjustable arms which enable them to be swung
and telescoped into the desired windshield area.

CHART AND STORAGE COMPARTMENTS
A map compartment is located in the lower right side of the instrument
panel. A hinged door covers the compartment and can be opened to
gain access into the compartment. Storage pockets are also installed
on the back of the pilot's and copilot's seats and along the bottom edge
of each crew entry door and can be used for stowage of maps and
other small objects.

MISCELLANEOUS EQUIPMENT
ENGINE INLET COVERS AND PROPELLER ANCHOR
Various covers and an anchor are available to close engine openings
and restrain the propeller during inclement weather conditions and
when the airplane is parked for extended periods of time, such as
overnight. The covers preclude the entrance of dust, moisture, bugs,
etc. into the engine and engine compartment.
Two covers are provided which plug into the two front inlets, thereby
closing off these openings. The engine inlet covers may be installed
after the engine has cooled down (ITT indicator showing off scale
temperature). To prevent the propeller from windmilling during windy
conditions, the propeller anchor can be installed over a blade of the
propeller and its anchor strap secured around the nose gear or to the
bracket located on the lower right-hand cowl.
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SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CESSNA
MODEL 208B G1000

CREW ENTRY STEP ASSEMBLY
The airplane may be equipped with a crew entry step for each crew
entry door. The step assembly attaches to the floorboard just inside the
entry door and extends toward ground level, providing two steps for
entering or exiting the airplane. When not in use, the step assembly
folds and stows just inside the cabin, inboard of each entry door.

CARGO BARRIER AND NETS
A cargo barrier and three cargo barrier nets may be installed directly
behind the pilot's and copilot's seats. The barrier and nets preclude
loose cargo from moving forward into the pilot's and copilot's stations
during an abrupt deceleration. The barrier consists of a U-shaped
assembly of honeycomb composite construction. The assembly
attaches to the four seat rails at the bottom at station 153 and to
structure at the top at approximately station 166. The cargo barrier nets
consist of three nets: one for the left sidewall, one for the right sidewall,
and one for the center. The left and right nets fill in the space between
the barrier assembly and the airplane sidewalls.
The side nets are fastened to the airplane sidewalls and the edge of the
barrier with six anchor-type fasteners each, three on each side. The
center net fills in the opening in the top center of the barrier. The center
net is fastened with four anchor-type fasteners, two on each side.

CARGO PARTITIONS
Cargo partitions are available and can be installed to divide the cargo
area into convenient compartments. Partitions may be installed in all of
the five locations at stations 188.7, 246.8, 282.0, 307.0, and 332.0. The
cargo partitions are constructed of canvas with nylon webbing
reinforcement straps crisscrossing the partition for added strength. The
ends of each strap have fittings which attach to the floor tracks and
anchor-type fasteners on the sides and top of the fuselage. Four straps
have adjustable buckles for tightening the straps during installation of
the partition.

CARGO DOOR RESTRAINING NET
A restraining net may be installed on the inside of the airplane over the
cargo door opening. The net precludes loose articles from falling out
the cargo door when the doors are opened. The restraining net consists
of two halves which part in the center of the door opening. The front
and rear halves slide fore and aft, respectively, on a rod to open the net.
The net is attached to the sidewall by screws and nutplates along the
front and rear edges of the net. When the net is closed, the two halves
are held together by snap-type fasteners.

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MODEL 208B G1000

SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION

CARGO/AIRPLANE TIE-DOWN EQUIPMENT
Various items of tie-down equipment are available for securing cargo
within the airplane and/or tying down the airplane. This equipment
consists of tie-down belt assemblies having various load ratings and
adjustment devices and two types of quick-release tie-down ring
anchors for securing the belts to the cabin seat tracks and anchor
plates. Refer to Section 6 for the recommended use and restrictions of
this equipment.

HOISTING RINGS
Provisions are made for the installation of four hoisting rings which
attach to the left and right sides of both front and rear spar wing-tofuselage attach fittings. Each hoisting ring consists of a hinge which
replaces the washer on the attachment bolt of the fitting. The upper half
of the hinge contains a ring which is used for attaching the hoist when
the airplane is being hoisted. When not in use, the upper hinge half
folds down out of the way. To gain access to the hoisting rings, when
installed, it is necessary to remove the wing-to-fuselage fairing strips.

RELIEF TUBE
Provisions are made for the installation of a relief tube in the aft cabin
area on the Passenger Version. The relief tube is installed on the right
sidewall, just aft of the passenger entry door.

OIL QUICK-DRAIN VALVE
An oil quick-drain valve is available to replace the drain plug on the
bottom of the engine oil tank, and provides quicker, cleaner draining of
the engine oil. To drain the oil with this valve, slip a hose over the end of
the valve, cut the safety wire securing the valve on-off lever in the off
position, and rotate the lever to the on position. After draining, rotate
the valve on-off lever to the off position, remove the hose to check for
leakage, and resafety the on-off lever in the off position.

208BPHBUS-00

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CESSNA
MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

SECTION 8
AIRPLANE HANDLING,
SERVICE & MAINTENANCE
TABLE OF CONTENTS

PAGE

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Identification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Cessna Owner Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Publications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Airplane File. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Airplane Inspection Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
FAA Required Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Cessna Progressive Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Cessna Customer Care Program . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
PhaseCard Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
CESCOM System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Engine Condition Trend Monitoring. . . . . . . . . . . . . . . . . . . . . . . . 8-8
Pilot Conducted Preventive Maintenance . . . . . . . . . . . . . . . . . . . 8-9
Alterations or Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Tie Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Leveling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Ground Deice/Anti-Ice Operations. . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Holdover Timetable (Type I, Type II, Type III,
and Type IV Fluids) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28
Essential Areas to be Deiced . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
Essential Areas to Apply Anti-ice Fluid . . . . . . . . . . . . . . . . . . . . 8-35
Deice and Anti-Ice Fluid Direct Spray
Avoidance Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
Deicing and Anti-Icing Application. . . . . . . . . . . . . . . . . . . . . . . . 8-37
(Continued Next Page)
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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

TABLE OF CONTENTS (Continued)
Cleaning and Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
Windshield and Windows. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
Windshield and Window Maintenance Procedures . . . . . . . . . . 8-38
Cleaning Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
Windshield and Window Preventive Maintenance. . . . . . . . . . . 8-40
Materials for Acrylic Windshields and Windows . . . . . . . . . . . . 8-41
Painted Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Stabilizer Abrasion Boot Care . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Propeller Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Engine Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Engine Exterior/Compartment Cleaning . . . . . . . . . . . . . . . . . . 8-44
Engine Compressor Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-45
Compressor Turbine Blade Wash . . . . . . . . . . . . . . . . . . . . . . . 8-45
Interior Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Prolonged Out-of-Service Care . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Bulb Replacement During Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . 8-48
Bulb Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49/8-50

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

INTRODUCTION
This section contains factory-recommended procedures for proper
ground handling and routine care and servicing of your Cessna. It also
identifies certain inspection and maintenance requirements which must
be followed if your airplane is to retain that new-plane performance and
dependability. It is wise to follow a planned schedule of lubrication and
preventive maintenance based on climatic and flying conditions
encountered in your locality.
Keep in touch with your Cessna Service Station and take advantage of
his knowledge and experience. He knows your airplane and how to
maintain it. He will remind you when lubrications and oil changes are
necessary, and will advise you about other seasonal and periodic
services.
WARNING

The airplane should be regularly inspected and
maintained in accordance with information found in
the airplane Maintenance Manual and in company
issued Service Bulletins and Service Newsletters.
All recommendations for product improvements
called for by Service Bulletins should be
accomplished and the airplane should receive
repetitive and required inspections. Cessna does
not
condone
modifications,
whether
by
Supplemental Type Certificate or otherwise, unless
these certificates are held and/or approved by
Cessna. Other modifications may void warranties
on the airplane since Cessna has no way of
knowing the full effect on the overall airplane.
Operation of an airplane that has been modified
may be a risk to the occupants, and operating
procedures and performance data set forth in the
POH/AFM may no longer be considered accurate
for the modified airplane.

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

IDENTIFICATION PLATE
All correspondence regarding your airplane should include the SERIAL
NUMBER. The Serial Number, Model Number, Production Certificate
(PC) Number and Type Certificate (TC) Number can be found on the
Identification Plate located on the forward doorpost of the left crew door
on early serial airplanes or on the left side of the tailcone below the
horizontal stabilizer on later serial airplanes. A Finish and Trim Plate is
located on the forward doorpost of the left crew door of all airplanes
and contains a code describing the interior color scheme and exterior
paint combination of the airplane. The code may be used in conjunction
with an applicable Parts Catalog if finish and trim information is needed.

CESSNA OWNER ADVISORIES
Cessna Owner Advisories are sent to Cessna airplane owners at no
charge to inform them about mandatory and/or beneficial airplane
service requirements and product improvements:

United States Airplane Owners
If your airplane is registered in the U.S., appropriate Cessna Owner
Advisories will be mailed automatically according to the latest
airplane registration name and address provided to the FAA.
To request a duplicate Owner Advisory to be sent to an address
different from the FAA airplane registration address, please
complete and return an Owner Advisory Application (otherwise no
action is required on your part).

International Airplane Owners
To receive Cessna Owner Advisories, please complete and return
an Owner Advisory Application.
Receipt of a valid Owner Advisory Application will establish your
Cessna Owner Advisory service (duplicate Owner Advisory service for
U.S. airplane owners) for one year, after which you will be sent a
renewal notice.
(Continued Next Page)

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

PUBLICATIONS
The following publications and flight operation aids are furnished in the
airplane when delivered from the factory:
• CESCOM/CUSTOMER CARE PROGRAM HANDBOOK
• PILOT’S OPERATING HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL (POH/AFM)
• FLIGHT MANUAL
• PILOT’S ABBREVIATED CHECKLIST
• CESSNA SALES AND SERVICE DIRECTORY
The following additional publications, plus many other supplies that are
applicable to your airplane, are available from your Cessna Service
Station:
• INFORMATION
Information)

MANUAL

(Contains

POH/AFM

• MAINTENANCE MANUALS and PARTS CATALOGS for
your airplane, engine, accessories, avionics, and
autopilot.
Cessna Service Stations have a Customer Care Supplies and
Publications Catalog covering all available items, many of which are
kept on hand. The Cessna Service Station representative can place an
order for any item which is not in stock.
NOTE
A POH/AFM that is lost or destroyed may be replaced by
contacting your Cessna Service Station or Cessna Product
Support. An affidavit containing the owner's name, airplane
serial number and registration number must be included in
replacement requests since the POH/AFM is identified for a
specific airplane only.

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

AIRPLANE FILE
1. To be displayed in the airplane at all times:
a. Aircraft Airworthiness Certificate (FAA Form 8100-2).
b. Aircraft Registration Certificate (FAA Form 8050-3).
c. Aircraft Radio Station License, if transmitter installed (FCC
Form 556).
2. To be carried in the airplane at all times:
a. Pilot’s Operating Handbook and FAA Approved Airplane
Flight Manual.
b. Weight and Balance, and associated papers (latest copy of
the Repair and Alteration Form, FAA Form 337, if
applicable).
c. Equipment List.
3. To be made available upon request:
a. Aircraft Maintenance Record.
b. Engine Maintenance Record.
c. Propeller Maintenance Record.
d. Avionics Maintenance Record.
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the Regulations of other nations may
require other documents and data, owners/operators of airplanes not
registered in the United States should check with their own aviation
officials to determine their individual requirements.
Cessna recommends that these items, plus the Pilot’s Checklists,
CESCOM/Customer Care Program Handbook; and Customer Care
Card be carried in the airplane at all times.

AIRPLANE INSPECTION PERIODS
FAA REQUIRED INSPECTIONS
As required by Federal Aviation Regulations, all civil airplane of U.S.
registry must undergo a complete inspection (annual) each 12 calendar
months. In addition to the required ANNUAL inspection, airplane
operated commercially (for hire) must have a complete inspection
every 100 hours of operation.
The FAA may require other inspections by the issuance of
airworthiness directives applicable to the airplane, engine, propeller,
and components. It is the responsibility of the owner/operator to ensure
compliance with all applicable airworthiness directives and, when the
inspections are repetitive, to take appropriate steps to prevent
inadvertent noncompliance.
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HANDLING, SERVICE, AND MAINTENANCE

FAA REQUIRED INSPECTIONS (Continued)
In lieu of the 100 HOUR and ANNUAL inspection requirements, an
airplane may be inspected in accordance with a progressive inspection
schedule, which allows the work load to be divided into smaller
operations that can be accomplished in shorter time periods.
The Cessna Progressive Care Program has been developed to provide
a modern progressive inspection schedule that satisfies the complete
airplane inspection requirements of both the 100 HOUR and ANNUAL
inspections as applicable to Cessna airplanes. The program assists the
owner/operator in his responsibility to comply with all FAA inspection
requirements, while ensuring timely replacement of life-limited parts
and adherence to factory-recommended inspection intervals and
maintenance procedures.

CESSNA PROGRESSIVE CARE
The Cessna Progressive Care Program has been designed to help you
realize maximum utilization of your airplane at a minimum cost and
downtime. Under this program, your airplane is inspected and
maintained in four operations. The four operations are recycled each
400 hours and are recorded in a specially provided Aircraft Inspection
Log as each operation is conducted.
The Cessna Aircraft Company recommends Progressive Care for
airplanes that are being flown 400 hours or more per year, and the 100hour inspection for all other airplanes. The procedures for the
Progressive Care Program and the 100-hour inspection have been
carefully worked out by the factory and are followed by the Cessna
Service Organization. The complete familiarity of Cessna Authorized
Caravan Service Stations with Cessna equipment and factoryapproved procedures provides the highest level of service for Cessna
owners/operators.
Regardless of the inspection method selected by the owner/operator,
he should keep in mind that FAR Part 43 and FAR Part 91 establishes
the requirement that properly certified agencies or personnel
accomplish all required FAA inspections and most of the manufacturer
recommended inspections.

CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of the Cessna Warranty plus other
important benefits are contained in the CESCOM/Customer Care
Program Handbook supplied with the airplane. Thoroughly review your
CESCOM/Customer Care Program Handbook and keep it in the
airplane at all times.
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MODEL 208B G1000

CESSNA CUSTOMER CARE PROGRAM (Continued)
Contact a Cessna Service Station either at 100 hours for the first
Progressive Care Operation, or for the first 100-hour inspection
depending on the program chosen for the airplane. While these
important inspections will be performed by any Cessna Caravan
Service Station, in most cases it is preferable to have the facility where
the airplane was purchased accomplish this work.

PHASECARD INSPECTION
As an alternative to the 100-Hour and Annual inspection program, the
Caravan may be inspected in accordance with the Cessna PhaseCard
Inspection Program. The Cessna PhaseCard Inspection Program is
designed for Caravan operator’s who fly more than 400 hours per year
as a Part 135 operation. 14 CFR, Part 91 operators may also utilize the
PhaseCard Inspection Program under the requirements of 14CFR, Part
91.409 (d). The PhaseCard program provides the mechanic with stepby-step, easy-to-follow instructions for each inspection task. Actual field
experience has shown an average of 30% reduction in scheduled
maintenance labor hours over progressive or periodic type inspection
programs. The higher the utilization, the more valuable the program
becomes.

CESCOM SYSTEM
CESCOM is Cessna’s Computerized Maintenance Records System.
This comprehensive system provides an accurate and simple method
of monitoring and scheduling inspections, Service Bulletins, Service
Kits, Airworthiness Directives as well as scheduled and unscheduled
maintenance activities. For detail information about CESCOM, refer to
the CESCOM Instruction Manual supplied with the airplane.

ENGINE CONDITION TREND MONITORING
Pratt & Whitney Canada Engine Condition Trend Monitoring is a
system of recording engine instrument readings, correcting the
readings for ambient conditions, and comparing actual engine
operation to typical engine operating characteristics.
It has been established that engine operating characteristics, such as
output torque (Tq), propeller RPM (Np), interturbine temperature (ITT),
gas generator RPM (Ng), and fuel flow (Wf) are predictable for various
engine types under specific ambient conditions.
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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

ENGINE CONDITION TREND MONITORING (Continued)
Because airplane engines operate at a wide range of altitudes, outside
air temperatures, and airspeeds, corrections for varying ambient
conditions are also incorporated into the Trend Monitoring process.
Additional information about both of these methods may be obtained
from the following sources:
• Cessna Caravan Service Station.
• Cessna Propeller Aircraft Product Support.
• Pratt & Whitney Canada, Inc.
1000 Marie - Victorin, Longueuil, Quebec
Canada, J4G 1A1
Attention: Customer Support, Small Turboprops
Mail Code: 1RC1
Tel: (514) 677-9411
• The publication “Engine Condition Trend Monitoring and Power
Management for PT6A-114, PT6A-114A Installed in the Cessna
Caravan I” supplied in this Pilot’s Operation Handbook, or from
sources listed above.
• Pratt & Whitney Canada Aircraft Gas Turbine Operation Information
Letter, No. 23.

PILOT-CONDUCTED PREVENTIVE MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air
carrier is authorized by FAR Part 43 to perform limited maintenance on
his airplane. Refer to FAR Part 43 for a list of the specific maintenance
operations that are allowed.
NOTE
Pilots operating airplanes of other than U.S. registry should
refer to the regulations of the country of certification for
information on preventive maintenance that may be
performed by pilots.
A current 208 Series Maintenance Manual should be obtained prior to
performing any preventive maintenance to ensure that proper
procedures are followed. The Cessna Service Station should be
contacted for further information or for required maintenance that must
be accomplished by appropriately licensed personnel.

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MODEL 208B G1000

ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations on the
airplane to ensure that airworthiness of the airplane is not violated.
Alterations or repairs to the airplane must be accomplished by licensed
personnel.

GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with the
towbar attached to the nosewheel. The tow bar may be stowed in Zone
6. Moving the airplane by hand will require that the individual steering
with the tow bar be assisted by personnel pushing at the wing struts.
CAUTION

Do not push or pull the airplane using the propeller
blades or control surfaces.
Use extreme caution during towing operations, especially when towing
with a vehicle. Do not exceed the nose gear turning angle limit (51.5°)
on either side of center as shown by the steering limit marks.
If excess force is exerted beyond the turning limit, a red over-travel
indicator block (frangible stop) will fracture and the block, attached to a
cable, will fall into view alongside the nose strut. This should be
checked routinely during preflight inspection to prevent operation with a
damaged nose gear.
CAUTION

Disengage rudder lock and remove any external rudder
locks before towing.
If the airplane is towed or pushed over a rough surface during
hangaring, watch that the normal cushioning action of the nose gear
does not cause excessive vertical movement of the tail and the
resulting contact with low hangar doors or structure. A flat nose tire will
also increase tail height.

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

PARKING
When parking the airplane, head into the wind and set the parking
brakes. Do not set the parking brakes during cold weather when
accumulated moisture may freeze the brakes, or when the brakes are
overheated. Install the control wheel lock, engage the rudder lock, and
chock the wheels (if the brakes are not utilized) to prevent airplane
movement. In severe weather and high wind conditions, tie the airplane
down as outlined in the tie down section.
CAUTION

Any time the airplane is loaded heavily, the footprint
pressure (pressure of the airplane wheels upon the
contact surface of the parking area or runway) will be
extremely high, and surfaces such as hot asphalt or
sod may not adequately support the weight of the
airplane. Precautions should be taken to avoid airplane
parking or movement on such surfaces.

TIE DOWN
Proper tie-down procedure is the best precaution against damage to
the parked airplane by gusty or strong winds. To tie down the airplane
securely, proceed as follows:
1. Head the airplane into the wind, if possible.
2. Set the parking brake.
CAUTION

Do not set the parking brake during cold weather when
accumulated moisture may freeze the brakes or when
the brakes are overheated. If the brakes are not
utilized, chock the nose and main wheels to prevent
airplane movement.
3. Install the control wheel lock and engage the rudder lock (if
installed).
4. Set aileron and elevator trim tabs to neutral position so that tabs
fair with control surfaces.
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MODEL 208B G1000

TIE DOWN (Continued)
5. Install pitot tube cover(s), if available.
6. Secure ropes or chains of sufficiently strong tensile strength to
the wing tie-down fittings and secure to ground anchors.
7. Attach a rope or chain to the tail tie-down, and secure to a
ground anchor.
8. If additional security is desired, attach a rope (no chains or
cables) to the nose gear torque link and secure to a ground
anchor.
9. If dusty conditions exist, or the last flight of the day has been
completed, install the two engine inlet covers to protect the
engine from debris. The covers may be installed after the engine
has cooled down (ITT indicator showing “off scale”
temperature).
10. To prevent the propeller from windmilling, install the propeller
anchor over a blade of the propeller and secure its anchor strap
around the nose gear or to the bracket located on the lower right
hand cowl.

JACKING
Several jack points or jacking locations are available depending on
whether a cargo pod is installed. A fuselage jack point directly below
the firewall and housed within the nose gear strut fairing is accessible
for nose gear jacking regardless of the installation of a cargo pod. Two
additional fuselage jack points are located at the main gear supports,
but are not accessible with the cargo pod installed. Their use is
generally reserved for maintenance such as main gear removal or
raising the entire airplane whenever the cargo pod is not installed.
Anytime the cargo pod is installed, if the main gear-to-fuselage fairings
are removed, jacks can be positioned adjacent to the sides of the cargo
pod and raised to engage the receptacle on the end of the jacks over
the head of the outboard bolt which secures the main gear attach
trunnion bearing cap (aft) on the left and right gear. These jacking
locations serve essentially the same purpose as the fuselage jack
points at the main gear supports. An additional jack point on each main
gear axle fitting is used primarily when the cargo pod is installed and it
is desired to jack a single main gear for tire replacement, etc. If desired,
jack stands with wing jack pads may be fabricated so that the front wing
spar at stations 141.2 or 155.9 on each wing may be used as jacking
locations. A tail jack must be used in conjunction with wing jacking.
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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

JACKING (Continued)
CAUTION

•

A tail jack stand must be used when conducting
maintenance inside the tail section, and should
be installed in most jacking operations. Be sure
the stand is suitably heavy enough to keep the
tail stable under all conditions and is strong
enough to support the airplane. Placing a jack
stand under the nose jack point (if not used for
jacking) will provide additional stability.

•

Do not use cargo pod structure for jacking or as
a blocking surface.

•

Raise the airplane no more than required for the
maintenance being performed.

In some instances, it may be necessary to use a sling or hoisting rings
for the initial lift, to be followed with jacking at the jack points. Refer to
the Maintenance Manual for procedures on jacking and hoisting, and
information concerning jacking equipment.

LEVELING
Longitudinal leveling of the airplane for weighing will require that the
main landing gear be supported by stands, blocks, etc., on the main
gear scales to a position at least 4 inches higher than the nose gear as
it rests on an appropriate scale. This initial elevated position will
compensate for the difference in waterline station between the main
and nose gear so that final leveling can be accomplished solely by
deflating the nose gear tire.
NOTE
Since the nose gear strut on this airplane contains an oil
snubber for shock absorption rather than an air/oil shock
strut, it cannot be deflated to aid in airplane leveling.
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MODEL 208B G1000

LEVELING (Continued)
The airplane can also be leveled longitudinally by raising or lowering
the airplane at the jack points. Longitudinal leveling points are provided
by backing out the two leveling screws located on the left side of the
fuselage just forward of the cargo doors. Place a spirit level on the
screws, then deflate the nose gear tire (if placed on scales) or adjust
the jacks to center the bubble in the level. The pilot’s seat rails can also
be used for longitudinal leveling by moving the seat to the most forward
position and placing the level on the rail just aft of the seat. To level the
airplane laterally, center a spirit level across the seat rails aft of the pilot
and right front passenger seats and raise or lower one side of the
airplane. Refer to the 208 Series Maintenance Manual for additional
information.

SERVICING
In addition to the PREFLIGHT INSPECTION covered in Section 4,
COMPLETE servicing, inspection, and test requirements for your
airplane are detailed in the 208 Series Maintenance Manual. The
Maintenance Manual outlines all items that require attention at 100,
200, and 400-hour intervals, plus those items that require servicing,
inspection, and/or testing at special intervals.
Since Cessna Service Stations have the training and equipment
necessary to conduct all service, inspection, and test procedures in
accordance with applicable maintenance manuals, it is recommended
that owner/operators contact the Cessna Service Station concerning
these requirements and begin scheduling the airplane for service at the
recommended intervals.
Cessna Progressive Care ensures that these requirements are
accomplished at the required intervals to comply with the 100-hour or
ANNUAL inspection as previously covered.
Depending on various flight operations, your local Government Aviation
Agency may require additional service, inspections, or tests. For these
regulatory requirements, owners/operators should check with local
aviation officials where the airplane is being operated.
For quick and ready reference, quantities, materials, and specifications
for frequently used service items are as follows:

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MODEL 208B G1000

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HANDLING, SERVICE, AND MAINTENANCE

OIL
OIL GRADE (SPECIFICATION)
Oil conforming to Pratt & Whitney Engine Service Bulletin No. 1001,
and all revisions or supplements thereto, must be used. The oils listed
below comply with the engine manufacturers specification PWA521
and have a viscosity Type II rating. These oils are fully approved for use
in Pratt & Whitney Canada commercially operated engines. When
adding oil, service the engine with the type and brand that is currently
being used in the engine. Refer to the airplane and engine
maintenance records for this information. Should oils of different
viscosities or brands be inadvertently mixed, the oil system servicing
instructions in the Maintenance Manual shall be carried out.
• BP Turbo Oil 2380
• Exxon Turbo Oil ETO 85 (Third generation lubricant)
• Aero Shell Turbine Oil 500
• Aero Shell Turbine Oil 555
• Aero Shell Turbine Oil 560 (Third generation lubricant)
• Royco Turbine Oil 500
• Royco Turbine Oil 555
• Royco Turbine Oil 560 (Third generation lubricant)
• Mobil Jet Oil II
• Mobil Jet Oil 254 (Third generation lubricant)
• Castrol 5000
• Turbonycoil 600
CAUTION

•
•

Do not mix brands or types of oils.
When changing from an existing lubricant
formulation to a “third generation” lubricant
formulation (see list above), the engine manufacturer
strongly recommends that such a change should
only be made when an engine is new or freshly
overhauled. For additional information on use of third
generation oils, refer to the engine manufacturer’s
pertinent oil service bulletins.
(Continued Next Page)

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MODEL 208B G1000

OIL (Continued)
NOTE
The oils listed above are recommended when operation will
result in frequent cold soaking at ambient temperatures of
0°F (-18°C). Refer to Pratt & Whitney Engine Service
Bulletin No. 1001 for additional approved oils:
If one or more of the following conditions exist, the accessory gearbox
scavenge pump inlet screen and any drained oil should be inspected
for the presence of carbon particles, per airplane and engine
maintenance manual procedures and the engine manufacturer’s
pertinent engine and oil service bulletins:
1. Engine oil has been switched to a “third generation” lubricant
during mid-life.
2. High oil consumption.
3. Oil leaking from engine intake.
If carbon particles are found, refer to the above referenced
maintenance manuals and service bulletins for corrective action.
TOTAL OIL CAPACITY - 14 U.S. Quarts (including oil in filter, cooler
and hoses).
DRAIN AND REFILL QUANTITY - Approximately 9.5 U.S. Quarts.
OIL QUANTITY OPERATING RANGE:
Fill to within 1.5 quarts of MAX HOT or MAX COLD (as appropriate)
on dipstick. Quart markings indicate U.S. quarts low if oil is hot. For
example, a dipstick reading of 3 indicates the system is within 2
quarts of MAX, if the oil is cold and within 3 quarts of MAX if the oil is
hot.
(Continued Next Page)

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

OIL (Continued)
WARNING

Make sure oil dipstick cap is securely latched
down. Operating the engine with less than the
recommended oil level and with the dipstick cap
unlatched will result in excessive oil loss and
eventual engine stoppage.
NOTE
To obtain an accurate oil level reading, it is recommended
the oil level be checked either within 10 minutes after
engine shutdown while the oil is hot (MAX HOT marking) or
prior to the first flight of the day while the oil is cold (MAX
COLD marking). If more than 10 minutes has elapsed since
engine shutdown and engine oil is still warm, perform an
engine dry motoring run before checking oil level.
OIL DRAIN PERIOD
For engines operated in corporate or utility airplanes with a typical
utilization of 50 hours per month or less, it is recommended the oil be
changed every 400 hours or 12 months, whichever occurs first. For
engines operated in high utilization commuter airline type operation, a
basic oil drain period of 1200 hours or 12 months is recommended.
Regardless of the degree of utilization, if operating in a sandy or dusty
environment, the oil change interval must be at least every 6 months.

FUEL
APPROVED FUEL GRADE (SPECIFICATION):
• Jet A (ASTM-D1655).
• Jet A-1 (ASTM-D1655).
• Jet B (ASTM-D1655).
• JP-1 (MIL-L-5616).
• JP-4 (MIL-T-5624).
• JP-5 (MIL-T-5624).
• JP-8 (MIL-T-83133A).
(Continued Next Page)

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MODEL 208B G1000

FUEL (Continued)
ALTERNATE/EMERGENCY FUEL:
• Aviation Fuel (All grades of military and commercial aviation
gasoline).
CAUTION

Aviation gasoline is restricted to emergency use and
shall not be used for more than 150 hours in one
overhaul period. A mixture of one part aviation gasoline
and three parts of Jet A, Jet A-1, JP-1, or JP-5 may be
used for emergency purposes for a maximum of 450
hours per overhaul period.
CAPACITY EACH TANK:
• 167.8 U.S. Gallons.
CAUTION

To obtain accurate fuel quantity indicator readings,
verify the airplane is parked in a laterally level condition,
or, if in flight, make sure the airplane is in a coordinated
and stabilized condition.

FUEL ADDITIVES
A variety of fuels may be used in the airplane; however, each must
have an anti-icing additive, EGME or DIEGME, incorporated or added
to the fuel during refueling.
It is recommended that fuel anti-icing additive be used to control
bacteria and fungi. The anti-ice additives EGME/DIEGME have shown
(through service experience) that they provide acceptable protection
from microorganisms such as bacteria and fungi that can rapidly
multiply and cause serious corrosion in tanks and may block filters,
screens and fuel metering equipment.
(Continued Next Page)

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HANDLING, SERVICE, AND MAINTENANCE

FUEL ADDITIVES (Continued)
CAUTION

•

JP-4 and JP-5 fuels per MIL-T-5624 and JP-8 fuel
per MIL-T-83133A contain the correct premixed
quantity of an approved type of anti-icing fuel
additive and no additional anti-ice compounds
should be added.

•

Proper mixing of EGME or DIEGME compound with
the fuel is extremely important. A concentration in
excess of that recommended (0.15% by volume
maximum) will result in detrimental effects to the fuel
tanks, such as deterioration of protective primer and
sealants and damage to o-rings and seals in the fuel
system and engine components.

•

Use only blending equipment that is recommended
by the manufacturer to obtain proper proportioning.

PROCEDURE FOR ADDING FUEL ANTI-ICING ADDITIVE
When the airplane is being refueled, use the following procedure to
blend anti-icing additive to nontreated fuel:
1. Attach additive to refuel nozzle, making sure blender tube
discharges in the refueling stream.
2. Start refueling while simultaneously fully depressing and slipping
ring over trigger of blender.
WARNING

Anti-icing additives containing Ethylene Glycol
Monomethyl Ether (EGME) are harmful if inhaled,
swallowed, or absorbed through the skin, and will
cause eye irritation. It is also combustible. Before
using this material, refer to all safety information on
the container.
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MODEL 208B G1000

FUEL ADDITIVES (Continued)
CAUTION

•

Diethylene Glycol Monomethyl Ether (DIEGME) is
slightly toxic if swallowed and may cause eye
redness, swelling and irritation. It is also
combustible. Before using this material, refer to all
safety information on the container.

•

Assure the additive is directed into the flowing fuel
stream with the additive flow started after the fuel
flow starts and stopped before fuel flow stops. Do not
allow concentrated additive to contact coated interior
of fuel tank or airplane painted surface.

•

Use not less than 20 fluid ounces of additive per 156
gallons of fuel or more than 20 fluid ounces of
additive per 104 gallons of fuel.

PROCEDURE FOR CHECKING FUEL ADDITIVES
Prolonged storage of the airplane will result in a water buildup in the
fuel which “leaches out” the additive. An indication of this is when an
excessive amount of water accumulates in the fuel tank sumps. The
concentration of additive can be checked using an anti-icing additive
concentration test kit. For additional information about this kit, refer to
Chapter 12 of the 208B Series Maintenance Manual. It is imperative
that the instructions for the test kit be followed explicitly when checking
the additive concentration. The additive concentrations by volume for
EGME/DIEGME shall be 0.10% minimum and 0.15% maximum, either
individually or mixed in a common tank. Fuel, when added to the tank,
should have a minimum concentration of 0.10% by volume.
CAUTION

If the fuel additive concentration has fallen below
0.035% by volume, the airplane should be defueled and
refueled.
(Continued Next Page)

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FUEL ADDITIVES (Continued)
If additional anti-static protection is desired, the following additive is
approved for use:
• Dupont Stadis 450
CAUTION

Additives shall not exceed a maximum concentration of
1 part per million by weight.
If additional biocidal protection is desired, an additive is permitted for
use in certain conditions. Fuel tank maintenance practices are of prime
importance in controlling microbial growth. However, other factors such
as climate, airplane design, route structure, and utilization also affect
microbial growth; therefore, occasional use of a biocide may be
required.
Biocide additive may be used on a limited basis, defined as intermittent
or non-continuous use in a single application, to sterilize airplane fuel
systems suspected or found to be contaminated by microbial
organisms. For those operators, where the need for biocide use is
dictated, Pratt & Whitney Canada recommends, as a guide, a dosage
interval of once a month. This interval can then be adjusted, either
greater or lesser as an operator’s own experience dictates. An engine
operated in private and corporate airplanes, where utilization rates are
relatively low, may use the additive continuously. The following
additives are permitted for use:
• Sohio Biobor JF
• Kathon FP 1.5
CAUTION

Additive shall not exceed a maximum concentration of
270 parts per million by weight.

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MODEL 208B G1000

FUEL CONTAMINATION
Fuel contamination is usually the result of foreign material present in
the fuel system and may consist of water, rust, sand, dirt, microbes, or
bacterial growth. In addition, additives that are not compatible with fuel
or fuel system components can cause the fuel to become
contaminated.
Before each flight and after each refueling, use a clear sampler and
drain at least one sampler full of fuel from the inboard fuel tank sump
quick-drain valves, fuel tank external sump quick-drain valves, fuel
reservoir quick-drain valve (actuated by a push-pull drain control on
cargo pod), and fuel filter quick-drain valve to determine if contaminants
are present and that the airplane has been fueled with the proper fuel. If
the airplane is parked with one wing low on a sloping ramp, draining of
the outboard fuel tank sump quick-drain valves (if installed) is also
recommended.
If contamination is detected, drain all fuel drain points again. Take
repeated samples from all fuel drain points until all contamination has
been removed. If (after repeated sampling) evidence of contamination
still exists, the fuel tanks should be completely drained and the fuel
system cleaned.
Do not fly the airplane with contaminated or unapproved fuel. Anytime
the filter bypass flag (red warning button) is found to be extended, the
filter element has become clogged. Disassemble the filter, clean the
element, and check the fuel system to determine the cause of
contamination before further flight.
In addition, owners/operators who are not acquainted with a particular
fixed base operator must verify that the fuel supply has been checked
for contamination and is properly filtered before allowing the airplane to
be serviced. Also, fuel tanks must be kept full between flights, provided
weight and balance considerations will permit, to reduce the possibility
of water condensing on the inside walls of partially filled tanks.
(Continued Next Page)

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

FUEL CONTAMINATION (Continued)
To further reduce the possibility of contaminated fuel, routine
maintenance of the fuel system must be performed in accordance with
the Airplane Maintenance Manual. Only the proper fuel, as
recommended in this POH/AFM, should be used, and fuel additives
must not be used unless approved by Cessna and the Federal Aviation
Administration.
WARNING

•

It is the pilot’s responsibility to make sure that
the airplane’s fuel supply is clean before flight.

•

Do not fly the airplane with contaminated or
unapproved fuel.

•

Any traces of solid contaminants such as rust,
sand, pebbles, dirt, microbes and bacterial
growth or liquid contamination resulting from
water, improper fuel type, or additives that are
not compatible with the fuel or fuel system
components must be considered hazardous.

•

Carefully sample fuel from all fuel drain locations
during each preflight inspection and after every
refueling.

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

LANDING GEAR
NOSE WHEEL TIRE PRESSURE:
30-42 psi on 22x8.00-8, 6-Ply Rated Tire.
MAIN WHEEL TIRE PRESSURE:
53-57 psi on 8.50-10, 8-Ply Rated Tires.
35-45 psi on 29x11.00-10, 10-Ply Rated Tires.
NOSE GEAR SHOCK STRUT:
Keep filled with MIL-H-5606 hydraulic fluid per filling instructions
placard. No air pressure is required in strut.
BRAKES:
Service brake fluid reservoir with MIL-H-5606 hydraulic fluid as
placarded on reservoir. Maintain fluid level between MIN and MAX
markings.

OXYGEN
AVIATOR’S BREATHING OXYGEN:
Spec. No. MIL-O-27210.
MAXIMUM PRESSURE (cylinder temperature stabilized after filling):
1850 psi at 21°C (70°F).
Refer to Oxygen Supplements (Section 9) for filling pressures.

GROUND DEICE/ANTI-ICE OPERATIONS
During cold weather operations, flight crews are responsible for making
sure that the airplane is free of ice contamination. Type I deice, and
Type II, Type III, or Type IV anti-ice fluids may be used sequentially to
ensure compliance with FAA regulations, which require that all critical
components (wings, control surfaces and engine inlets as an example)
be free of snow, ice, or frost before takeoff. The deicing process is
intended to restore the airplane to a clean configuration so that neither
aerodynamic characteristics nor mechanical interference from
contaminants will occur.
(Continued Next Page)

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)
WARNING

Type II, Type III, and Type IV anti-ice fluid is
designed for use on airplanes with a Vr speed of 85
knots or greater. Whenever Type II or Type IV antiice fluid is applied to the airplane, the takeoff flap
setting is limited to UP and the Vr is 88 KCAS. Refer
to Section 2 for limitations and Section 5 for takeoff
distances with flaps UP setting and liftoff speeds in
KIAS. The takeoff distance charts for flaps UP
setting start with the airplane’s maximum weight for
normal operations. However, when icing conditions
exist, the airplane must only be loaded to its
maximum weight for flight into known icing
conditions.
NOTE
I t i s r e c o m m e n d e d t h a t f l ig h t c r e w s r e f a m i li a r i z e
themselves seasonally with the following publications for
expanded deice and anti-ice procedures:
• Cessna 208 Series Maintenance Manual, Chapter 12.
• FAA Advisory Circular AC135-17, dated 14 December
1994 or later.
• FAA Advisory Circular AC20-117, dated 17 December
1982 or later.
• Cessna Aircraft Company SNL 08-1 and FAA notice
8900.22: FAA-Approved deicing program updates,
winter 2007-2008.
Deicing and anti-icing fluids are aqueous solutions which work by
lowering the freezing point of water in either the liquid or crystal phase,
thus delaying the onset of freezing. For this reason, they are referred to
as Freezing Point Depressant (FPD) fluids. Deicing fluid is classified as
Type I. Anti-icing fluid is classified as Type II, Type III, or Type IV.
Deicing and anti-icing with fluids may be performed as a one-step or
two-step process. The one-step deicing procedure involves using Type
I deice fluid to remove ice and slush from the airplane prior to departure
and to provide minimal anti-icing protection as provided in the Type I
holdover timetable (refer to FAA notice 8900.22, dated 10-12-07 or
later).
(Continued Next Page)
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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)
The procedure involves applying Type II, Type III, or type IV anti-ice
fluid to make sure the airplane remains clean after deicing. Type II,
Type III, or Type IV fluid is used to provide longer-term anti-icing
protection. Type I, Type II, Type III, and Type IV fluids have time
limitation before refreezing begins, at which time additional deicing is
required. This time limitation is referred to as “holdover time”. Because
holdover time depends highly on a number of factors, charts can
provide only approximate estimates. It remains the responsibility of the
pilot-in-command to determine the effectiveness of any deicing or antiicing procedure. Refer to FAA notice 8900.22, dated 10-12-07 or later
for Type I, Type II, Type III or Type IV fluids.
CAUTION

Type I, Type II, Type III, and Type IV fluids are not
compatible and may not be mixed. Additionally, most
manufacturers prohibit the mixing of brands within a
type. However, the same spray equipment may apply
Type I and Type III fluids. Line personnel should be
supervised by the pilot in command to ensure proper
application of Type I deice, and Type II, Type III, or
Type IV anti-ice fluids.
NOTE
Deicing fluids are not intended for use in removing snow
deposits. Snow is best removed by mechanically sweeping
or brushing it from the airplane structure. Use caution not to
damage any airplane structure or antennas when removing
snow.
(Continued Next Page)

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)
Deicing may be accomplished using the ambient temperature available
from a heated hangar or by mechanical means using a glycol-based
Freezing Point Depressant (FPD) Type I fluid. A heated hangar is an
excellent option to deice airplanes and must be utilized whenever
possible. However, care must be exercised to make sure that all melted
precipitation is removed from the airplane to prevent refreezing once
the airplane is moved from the hangar to the flight line. Type I deicing
fluids should be sprayed on the airplane (with engine shutdown) in a
manner that minimizes heat loss of fluid to the air. The fluid should be
applied in a temperature range from 160°F to 180°F (71°C to 82°C)
using a solid cone pattern of large coarse droplets. Fluid should be
sprayed as close as possible to the airplane surfaces, but not closer
than approximately 10 feet if a high-pressure nozzle is used.
Application techniques for Type II, Type III, and Type IV fluids are the
same as Type I, except that since the airplane is already clean, the
application should last only long enough to properly coat the airplane
surfaces. However, Type II, Type III, or Type IV fluid is sometimes
heated and sprayed as a deicing fluid. For this case, it should be
considered a Type I fluid as the heat may change the characteristics of
the thickening agents in the fluid. Therefore, Type II, Type III, or Type IV
fluid applied in this manner will not be as effective as it would be if it
were applied at ambient temperature.
Refer to the Essential Areas to be Deiced figure for areas to spray Type
I deicing fluid, Essential Areas to Apply Anti-Ice Fluid figure for areas to
spray Type II, Type III and Type IV anti-icing fluid, Deice and Anti-Ice
Fluid Direct Spray Avoidance Areas figure for areas to avoid spraying
directly, and Deicing and Anti-icing Application figure for sequence of
application. Heated solutions of FPD are more effective than unheated
solutions because thermal energy is used to melt the ice, snow, or frost
formations. Type I deicing fluids are used in the diluted state, with
specific ratios of fluid-to-water dependent on ambient temperature.
Type I deicing fluids have a very limited holdover time (refer to FAA
notice 8900.22, dated 10-12-07 or later).
(Continued Next Page)

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)
CAUTION

Type I fluids should never be used full strength
(undiluted). Undiluted glycol fluid is quite viscous below
14°F (-10°C) and can actually produce lift reductions of
about 20 percent. Additionally, undiluted glycol has a
higher freezing point than a glycol/water mixture.
NOTE

•

Deicing and anti-icing procedures must be closely
coordinated between the pilot in command and ground
crews, and carried out in a timely manner. Ultimate
responsibility for safety of flight rests with the pilot in
command, and any decisions to deice or anti-ice an
airplane must be accomplished under his or her direct
supervision.

•

The first area to be deiced and anti-iced must be visible
from the cockpit and must be used to provide a
conservative estimate for subsequent ice accumulations
on unseen areas of the airplane before initiating takeoff.

•

Due to the weight and C.G. changes that occur while
deicing the airplane, a tail stand must be placed under
the tail to prevent the airplane from tipping on its tail.

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND
TYPE IV FLUIDS)
NOTE
Refer to FAA notice 8900.22, dated 10-12-07 or later for
holdover timetables.
The length of time that deicing and anti-icing fluids remain effective is
known as “holdover time”. The holdover timetables for Type I deicing,
and Type II, Type III, or Type IV anti-icing fluids are only an estimation
and vary depending on many factors (temperature, precipitation type,
wind, and airplane skin temperature). The holdover times are based on
the mixture ratio appropriate for the OAT. Holdover times start when the
last application has begun.
(Continued Next Page)

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND
TYPE IV FLUIDS) (Continued)
Guidelines for maximum holdover times anticipated by SAE Type I,
Type II, Type III or Type IV, and ISO Type I, Type II, Type III, or Type IV
fluid mixtures are a function of weather conditions and outside air
temperature (OAT).
CAUTION

•

Aircraft operators are solely responsible for ensuring
that holdover timetables contain current data.

•

The tables are for use in departure planning only and
should be used in conjunction with pretakeoff
contamination check procedures.

•

The time of protection will be shortened in heavy
weather conditions. High wind velocity and jet blast
may cause a degradation of the protective film. If
these conditions occur, the time of protection may be
shortened considerably. This is also the case when
fuel temperature is significantly lower than OAT.
NOTE

•

Holdover timetables in FAA notice 8900.22, dated 10-1207 or later or later do not apply to other than SAE or ISO
Type I, Type II, Type III or Type IV fluids.

•

The responsibility for the application of this data remains
with the user.
(Continued Next Page)

208BPHBUS-00

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8-29

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND
TYPE IV FLUIDS) (Continued)
WARNING

When ground icing conditions are present, a
pretakeoff contamination check must be conducted
by the pilot in command within 5 minutes of takeoff,
preferably just prior to taxiing onto the active
runway. Critical areas of the airplane such as
empennage, wings, windshield, control surfaces,
and engine inlets must be checked to make sure
they are free of ice, slush, and snow and that the
anti-ice fluid is still protecting the airplane.
TYPE I DEICE FLUID
NOTE

•

Freezing point of Type I fluid mixture must be at least
10°C (18°F) below OAT.

•
•

Holdover time starts when last application has begun.
Type I fluid should be sprayed on the airplane (with
engine off) in a manner which minimizes heat loss to the
air. If possible, fluid should be sprayed in a solid cone
pattern of large coarse droplets at a temperature of
160°F to 180°F. The fluid should be sprayed as close as
possible to the airplane surfaces, but not closer than 10
feet if a high pressure nozzle is used.
WARNING

When ground icing conditions are present, a
pretakeoff contamination check should be
conducted by the pilot in command within 5
minutes of takeoff, preferably just prior to taxiing
onto the active runway. Critical areas of the
airplane such as empennage, wings, windshield,
control surfaces, and engine inlets should be
checked to make sure they are free of ice, slush,
and snow, and that the anti-ice fluid is still
protecting the airplane.

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

TYPE II ANTI-ICE FLUID
NOTE

•

Freezing point of Type II fluid mixture must be at least
10°C (18°F) below OAT.

•
•

Holdover time starts when last application has begun.

•

Type II fluid must be applied undiluted at ambient
temperature to a “clean” airplane within 3 minutes after
deicing is completed due to the limited holdover times of
Type I deice fluid. However, Type II fluid is sometimes
heated and sprayed as a deicing fluid. For this case, it
should be considered a Type I fluid, as the heat may
change the characteristics of the thickening agents in the
fluid. Therefore, Type II fluid applied in this manner will
not be as effective as it would be if it were applied at
ambient temperature.

Application techniques for Type II fluid are the same as
for Type I, except that since the airplane is already
clean, the application should last only long enough to
properly coat the airplane surfaces.

WARNING

When ground icing conditions are present, a pretakeoff contamination check must be conducted by
the pilot in command within 5 minutes of takeoff,
preferably just prior to taxiing onto the active
runway. Critical areas of the airplane such as
empennage, wings, windshield, control surfaces,
and engine inlets must be checked to make sure
they are free of ice, slush, and snow, and that the
anti-ice fluid is still protecting the airplane.

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

TYPE III ANTI-ICE FLUID
NOTE

•

Freezing point of Type III fluid mixture must be at least
10°C (18°F) below OAT.

•
•

Holdover time starts when last application has begun.

•

Type II fluid must be applied undiluted at ambient
temperature to a “clean” airplane within 3 minutes after
deicing is completed due to the limited holdover times of
Type I deice fluid. However, Type II fluid is sometimes
heated and sprayed as a deicing fluid. For this case, it
should be considered a Type I fluid, as the heat may
change the characteristics of the thickening agents in the
fluid. Therefore, Type II fluid applied in this manner will
not be as effective as it would be if it were applied at
ambient temperature.

Application techniques for Type III fluid are the same as
for Type I and Type II, except that since the airplane is
already clean, the application should last only long
enough to properly coat the airplane surfaces.

TYPE IV ANTI-ICE FLUID
CAUTION

The time of protection will be shortened in heavy
weather conditions. Heavy precipitation rates, high
moisture content, high wind velocity, or jet blast may
reduce holdover time below the lowest time stated in
the range. Holdover time may be reduced when
airplane skin temperature is lower than OAT.

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

TYPE IV ANTI-ICE FLUID (Continued)
NOTE

•

Freezing point of Type IV fluid mixture must be at least
10°C (18°F) below OAT.

•
•

Holdover time starts when last application has begun.

•

Type IV fluid must be applied undiluted at ambient
temperature to a “clean” airplane within 3 minutes after
deicing is completed due to the limited holdover times of
Type I deice fluid. However, Type IV fluid is sometimes
heated and sprayed as a deicing fluid. For this case, it
should be considered a Type I fluid, as the heat may
change the characteristics of the thickening agents in the
fluid. Therefore, Type IV fluid applied in this manner, will
not be as effective as it would be if it were applied at
ambient temperature.

Application techniques for Type IV fluid are the same as
for Type I, except that since the airplane is already
clean, the application should last only long enough to
properly coat the airplane surfaces.

CAUTION

•

Some Type IV fluids could form a thick or high
strength gel during “dry-out” and when rehydrated
form a slippery film.

•

Some Type IV fluids exhibit poor aerodynamic
elimination (flow-off) qualities at colder
temperatures.

•

Heated areas of airplane (i.e., heated leading edge)
should be avoided due to the fact that fluid may “dryout” into hard globular nodules.

•

Type IV fluid should not be used undiluted below
-24°C (-11°F).

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

ESSENTIAL AREAS TO BE DEICED

SHADED AREAS INDICATE ESSENTIAL AREAS TO BE DEICED.
NOTE
1. Give special attention to the gaps between the flight controls.
All snow, ice, and slush must be removed from these gaps.
2. Remove snow, ice and slush from pitot tubes by hand only.
DIRECT SPRAY AVOIDANCE AREAS:
Engine Inlets and Exhaust, Brakes, Pitot-Static Tubes, Windshields,
Cabin Windows, and Stall Warning Vane.
Figure 8-1

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CESSNA
MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

ESSENTIAL AREAS TO APPLY ANTI-ICE FLUID

Shaded areas indicate essential areas where anti-ice fluid is applied.
NOTE
Anti-ice fluid must be applied at low pressure to form a thin
film on surfaces. Fluid must just cover airplane without
runoff.
DIRECT SPRAY AVOIDANCE AREAS:
Pitot-Static Tubes, Windshields, Cabin Windows, and Stall Warning
Vane.
Figure 8-2

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

DEICE AND ANTI-ICE FLUID DIRECT SPRAY
AVOIDANCE AREAS

DIRECT SPRAY AVOIDANCE AREAS:
Engine Inlets and Exhaust, Brakes, Pitot-static Tubes, Windshields,
Cabin Windows, and Stall Warning Vane.
Figure 8-3

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

DEICING AND ANTI-ICING APPLICATION
NOTE
Start the deice and anti-ice application at the left front area
of the airplane. The pilot can then get a conservative
estimate of how quickly ice forms by observation from
inside the cockpit. Because the cockpit is the first area
deiced or anti-iced, it will be the first area where ice will
form again.

Figure 8-4

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

CLEANING AND CARE
WINDSHIELD AND WINDOWS
The windshield and windows are constructed of cast acrylic. The
surface hardness of acrylic is approximately equal to that of copper or
brass. Do not use a canvas cover on the windshield unless freezing
rain or sleet is anticipated. Canvas covers may scratch the plastic
surface. When cleaning and waxing the windshield and windows, use
only the following prescribed methods and materials.

WINDSHIELD
PROCEDURES

AND

WINDOW

MAINTENANCE

The following procedures provide the most current information
regarding cleaning and servicing windshields and windows. Improper
cleaning or use of unapproved cleaning agents can cause damage to
these surfaces.

CLEANING INSTRUCTIONS
CAUTION

Windshields and windows can be easily damaged by
improper handling and cleaning techniques.
1. Place airplane inside hangar or in shaded area and allow to cool
from heat of sun’s direct rays.
2. Using clean (preferably running) water, flood the surface. Use
bare hands with no jewelry to feel and dislodge any dirt or
abrasive materials.
3. Using a mild soap or detergent (such as a dishwashing liquid) in
water, wash the surface. Again, use only the bare hand to provide
rubbing force. (A clean cloth may be used to transfer the soap
solution to the surface, but extreme care must be exercised to
prevent scratching the surface.)
(Continued Next Page)

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CLEANING INSTRUCTIONS (Continued)
4. On acrylic windshields and windows, if soils which cannot be
removed by a mild detergent, Type II aliphatic naphtha applied
with a soft clean cloth may be used as a cleaning solvent. Be sure
to frequently refold the cloth to avoid redepositing soil and/or
scratching the windshield and windows with any abrasive
particles.
5. Rinse surface thoroughly with clean fresh water and dry with a
clean cloth.
CAUTION

Do not use any of the following on, or for cleaning,
windshields and windows: methanol, denatured
alcohol, gasoline, benzene, xylene, MEK, acetone,
carbon tetrachloride, lacquer thinners, commercial or
household window cleaning sprays. When in doubt
about any product, do not use it.
6. Hard polishing wax should be applied to acrylic surfaces. (The
wax has an index of refraction nearly the same as transparent
acrylic and will tend to mask any shallow scratches).
7. Acrylic surfaces may be polished using a polish meeting Federal
Specification P-P-560 applied per the manufacturer’s
instructions.
CAUTION

On acrylic surfaces, use only rain repellents that
conform to specification MIL-W-6882. Refer to the
Materials For Acrylic Windshields and Windows chart
for specific rain repellent products approved by Cessna.
NOTE
When applying or removing wax or polish, use a clean soft
cloth.
8. Windshields may have rain repellent applied per the
manufacturer’s instructions. Caution must be used not to get rain
repellent on painted surfaces surrounding the windshield.

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

WINDSHIELD
MAINTENANCE

AND

WINDOW

CESSNA
MODEL 208B G1000

PREVENTIVE

CAUTION

Utilization of the following techniques will help minimize
windshield and window crazing.
1. Keep all surfaces of windshields and windows clean.
2. If desired, wax acrylic surfaces.
3. Carefully cover all surfaces during any painting, powerplant
cleaning or other procedure that calls for the use of any type of
solvents or chemicals. The following coatings are approved for
use in protecting surfaces from solvent attack:
a. White Spray Lab, MIL-C-6799, Type I, Class II.
b. WPL-3 Masking Paper - St. Regis, Newton, MA.
c. 5 X N - Poly-Spotstick - St. Regis, Newton, MA.
d. Protex 40 - Mask Off Company, Monrovia, CA and
Southwest Paper Co., Wichita, KS.
e. Protex 10VS - Mask Off Company, Monrovia, CA and
Southwest Paper Co., Wichita, KS
f. Scotch 344 Black Tape - 3M Company
4. Do not park or store the airplane where it might be subjected to
direct contact with or vapors from: methanol, denatured alcohol,
gasoline, benzene, xylene, MEK, acetone, carbon tetrachloride,
lacquer thinners, commercial or household window cleaning
sprays, paint strippers, or other types of solvents.
5. Do not use solar screens or shields installed on inside of airplane
or leave sunvisors up against windshield. The reflected heat from
these items causes elevated temperatures which accelerate
crazing.
6. Do not use power drill motor or powered device to clean, polish,
or wax surfaces.

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MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

MATERIALS REQUIRED FOR ACRYLIC
WINDSHIELDS AND WINDOWS
MATERIAL

MANUFACTURER

USE

Mild soap or detergent
(hand dishwashing type
without abrasives)

Commercially available

Cleaning windshields and
windows.

Aliphatic naphtha Type II
conforming to Federal
Specification TT-N-95

Commercially available

Removing deposits that
cannot be removed with
mild soap solution on
acrylic windshields and
windows.

Polishing wax:
(Refer to Note 1)
Turtle Wax (paste)
Great Reflections
Paste Wax
Slip-Stream Wax
(paste)
Acrylic polish
conforming to Federal
Specification P-P-560
such as:
Permatex plastic
cleaner Number 403D
Mirror Glaze
MGH-17
Soft cloth, such as:
Cotton flannel or cotton
terry cloth material

Waxing acrylic windshields
and windows.
Turtle Wax, Inc.
Chicago, IL 60638
E.I. duPont de Nemours
and Co., (Inc.)
Wilmington, DE 19898
Classic Chemical
Grand Prairie, TX 75050
Cleaning and polishing
acrylic windshields and
windows.
Permatex Company, Inc.
Kansas City, KS 66115
Mirror Bright Polish Co.
Pasadena, CA
Commercially available

Rain repellent conforming
to Federal Specification
MIL-W-6882, such as:
REPCON
(Refer to Note 2)

Applying and removing
wax and polish.
Rain shedding
on acrylic windshields.

UNELKO Corp.
7428 E. Karen Dr.
Scottsdale, AZ 85260

NOTE
1. These are the only polishing waxes tested and approved for use by
Cessna Aircraft Company.
2. This is the only rain repellent approved for use by Cessna Aircraft
Company for use on Cessna Model 208B series airplanes.

Figure 8-5
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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

PAINTED SURFACES
The painted exterior surfaces of the Cessna 208B have a durable, longlasting finish. Approximately 10 days are required for the paint to cure
completely; in most cases, the curing period will have been completed
prior to delivery of the airplane. In the event that polishing or buffing is
required within the curing period, it is recommended that the work be
done by someone experienced in handling uncured paint. Any Cessna
Service Station can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with
water and mild soap, followed by a rinse with water and drying with
cloths or a chamois. Harsh or abrasive soaps or detergents that cause
corrosion or scratches must never be used. Remove stubborn oil and
grease with a cloth moistened with Stoddard solvent.
To seal any minor surface chips or scratches and protect against
corrosion, the airplane must be waxed regularly with a good automotive
wax applied in accordance with the manufacturer's instructions. If the
airplane is operated in a sea coast or other salt water environment, it
must be washed and waxed more frequently to assure adequate
protection. Special care must be taken to seal around rivet heads and
skin laps, which are the areas most susceptible to corrosion. A heavier
coating of wax on the leading edges of the wings and tail and on the
cowl nose cap and propeller spinner will help reduce the abrasion
encountered in these areas. Re application of wax will generally be
necessary after cleaning with soap solutions or after chemical deicing
operations.
When the airplane is parked outside in cold climates and it is necessary
to remove ice before flight, care must be taken to protect the painted
surfaces during ice removal with chemical liquids. Isopropyl alcohol will
satisfactorily remove ice accumulations without damaging the paint.
However, keep the isopropyl alcohol away from the windshield and
cabin windows since it will attack the plastic and may cause it to craze.

8-42

U.S.

208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

STABILIZER ABRASION BOOT CARE
If the airplane is equipped with stabilizer abrasion boots, keep them
clean and free from oil and grease, which can swell the rubber. Wash
them with mild soap and water, using Form Tech AC cleaner or naphtha
to remove stubborn grease. Do not scrub the boots and be sure to wipe
off all solvent before it dries. Boots with loosened edges or small tears
must be repaired. Your Cessna Service Station has the proper material
and knowledge how to do this correctly.

PROPELLER CARE
Always conduct a preflight inspection and occasionally wipe the blades
with a cloth dampened with oil to clean off grass and bug stains,
minimize corrosion, and assure a longer blade life. Waxing the blades
with an automotive type paste wax on a regular basis will further
minimize corrosion. Damaged or blistered paint must be repainted.
During the preflight inspection, check the blades for nicks, gouges,
scratches, corrosion pits, etc., the anti-ice boots for security, the
propeller hub for evidence of grease and oil leaks, and the propeller
spinner for condition and security. Repair of small nicks and scratches
may be performed by qualified mechanics in accordance with
procedures specified in FAA Advisory Circular 43.13-1A. However,
whenever a significant amount of metal is removed, or in the case of
previously reworked blades that may be at or near minimum width and
thickness limits, the appropriate McCauley Service Manual must be
consulted to determine if minimum allowable blade width and thickness
limits have been exceeded. If these limits are exceeded, blade
replacement is required. After filing and polishing, the damaged area
must be inspected by the dye penetrant method to verify that all
damage has been removed and the blade is not cracked. The area
should then be reprotected by localized application of chemical film per
MIL-C-5541 (e.g., Alodine) and repainted as necessary. Large nicks or
scratches or other damage involving such things as bent blades,
balance, diameter reduction, etc. must be corrected by an FAA
approved propeller repair station.

208BPHBUS-00

U.S.

8-43

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

ENGINE CARE
ENGINE EXTERIOR/COMPARTMENT CLEANING
The engine exterior and compartment may be cleaned using a suitable
solvent. Most efficient cleaning is done using a spray-type cleaner.
Before spray cleaning, make sure that protection is afforded for
components that might be adversely affected by the solvent. Refer to
the Maintenance Manual for proper lubrication of controls and
components after engine cleaning.
The benefits of performance improvements and increased service life
of hot section parts accruing from instituting a regular compressor wash
program cannot be overemphasized. A compressor wash ring is
installed on the top of the engine adjacent to the induction air inlet
screen to facilitate this maintenance program.
Compressor washes can be performed by either motoring the engine
with the starter or running the engine. Depending on the nature of the
operating environment and the type of deposits in the engine gas path,
either of the two wash methods can be used to remove salt or dirt and
other baked-on deposits that accumulate over a period of time and
cause engine performance deterioration. When the wash is performed
solely to remove salt deposits, it is known as a “desalination” wash. A
wash performed to remove baked on deposits to improve engine
performance is known as a performance recovery wash. A motoring
wash is conducted at a gas generator RPM of 14-25%; the running
wash is carried out at an Ng of approximately 60% (23,000 RPM). The
water or cleaning mixture and rinsing solution, dependent on ambient
temperature, is injected at different pressure, depending on the wash
method being conducted.
Operating environment determines the nature of the wash, the
frequency, and wash method recommended. If operating in a
continuously salt-laden environment, a desalination wash is
recommended following the last flight of the day by means of the
motoring method. Occasionally, salt-laden environments may
necessitate a desalination wash each week using the motoring method.
Less severe and more general operating environments are not as
conducive to rapid deposit buildup but eventually can contribute to
performance deterioration and necessitate a performance recovery
wash at intervals of 100-200 hours. In these general environments, a
motoring wash is recommended for light soil and multiple motoring or a
running wash is suggested for heavy soil.
CAUTION

Always observe engine starting cycle limits when
conducting motoring wash procedures.
8-44

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208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

ENGINE COMPRESSOR WASH
A number of cleaning agents are recommended for addition to water to
form the cleaning solution used for compressor wash. However, the
mixture proportion of all the cleaning agents is not identical. Depending
on the prevalent ambient temperature, aviation kerosene and methanol
must be added to the cleaning solution in various proportions. The
quality of the water used is also important; any drinking quality water is
permissible for a motoring wash, but demineralized water only is
recommended for a running wash. Detailed information concerning the
cleaning mixture components, mixture formulation, recommended
quantity and application equipment can be found in Pratt & Whitney
Aircraft Gas Turbine Operation Information Letter No. 7.

COMPRESSOR TURBINE BLADE WASH
Pratt & Whitney Canada has developed a procedure for performing a
compressor turbine blade motoring wash. This technique will facilitate
the removal of contaminants from the compressor turbine blade airfoil
surfaces, thereby minimizing sulphidation attack of these surfaces. This
serves as an aid for obtaining optimum blade service life. With this
method, a water or water/methanol solution is injected directly into the
combustion chamber by way of a special spray tube which is installed
in one of the igniter plug ports. This method of engine wash does not
replace the need for a normal engine compressor wash for
performance recovery or desalination purposes.
Compressor turbine blade washing is accomplished using water of
drinking quality (potable) only at ambient temperatures of +2°C (36°F)
and above. Use a water/methanol solution at ambient temperatures
below +2°C (36°F). Consult the Engine Maintenance Manual for
solution strength according to ambient temperature and review Special
Instruction P & WC: 4-84 for washing procedures and limitations.

208BPHBUS-00

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8-45

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

INTERIOR CARE
The instrument panel, control wheel, and control knobs need only be
wiped off with a damp cloth. Oil and grease on the control wheel and
control knobs can be removed with a cloth moistened with Stoddard
solvent. Volatile solvents, such as mentioned in paragraphs on care of
the windshield, must never be used since they soften and craze the
plastic.
The plastic trim, headliner, door panels, and floor covering in the crew
area of both versions and the rear cabin headliner and sidewalls of the
Passenger Version need only be wiped off with a damp cloth. In Cargo
Versions, the sidewalls, cargo doors, and overhead in the cargo area
are not easily soiled or stained. Dust and loose dirt must be picked up
with a vacuum cleaner. Stubborn dirt can be wiped off with a cloth
moistened in clean water. Mild soap suds, used sparingly, will remove
grease. The soap must be removed with a clean damp cloth.
The protective plywood floor panels (if installed) and aft bulkhead
covering in the cargo area must be vacuum cleaned to remove dust
and dirt. A cloth moistened with water will aid in removing heavy soil.
Do not use excessive amounts of water, which would deteriorate the
protective floor panels.
To remove dust and loose dirt from seating upholstery, clean the seats
regularly with a vacuum cleaner.
Blot up any spilled liquid on the seats promptly with cleansing tissue or
rags. Do not pat the spot; press the blotting material firmly and hold it
for several seconds. Continue blotting until no more liquid is taken up.
Scrape off sticky materials with a dull knife, then spot-clean the area.
Oily spots on the seats may be cleaned with household spot removers,
used sparingly. Before using any solvent, read the instructions on the
container and test it on an obscure place on the fabric to be cleaned.
Never saturate the fabric with a volatile solvent; it may damage the
padding and backing materials.
Soiled seating upholstery may be cleaned with foam-type detergent
used according to the manufacturer’s instructions. To minimize wetting
the fabric, keep the foam as dry as possible and remove it with a
vacuum cleaner.

8-46

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208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

PROLONGED OUT-OF-SERVICE CARE
Prolonged out-of-service care applies to all airplanes that will not be
flown for an indefinite period (less than 60 days) but which are to be
kept ready to fly with the least possible preparation. If the airplane is to
be stored temporarily or indefinitely, refer to the Airplane Maintenance
Manual for proper storage procedures. The Maintenance Manual
provides amplification for the following procedures:
1. The procedure to be followed for preservation of an engine in
service depends on the period of inactivity and whether or not
the engine may be rotated during the inactive period. The
expected period of inactivity must be established and reference
made to the Engine Preservation Schedule. The preservation
carried out must be recorded in the engine maintenance record
and on tags secured to the engine. The following preservation
schedule lists procedures to be followed:
CAUTION

Under no circumstances should preservative oil be
sprayed into the compressor or exhaust ports of the
engine. Dirt particles deposited on blades and vanes
during engine operation will adhere and alter the airfoil
shape, adversely affecting compressor efficiency.
a. 0 to 7 Days - The engine may be left in an inactive state,
with no preservation protection, provided the engine is
sheltered, humidity is not excessively high, and the engine
is not subjected to extreme temperature changes that would
produce condensation.
b. 8 to 28 Days - An engine inactive for up to 28 days requires
no preservation provided all engine openings are sealed off
and relative humidity in the engine is maintained at less than
40%. Humidity control is maintained by placing desiccant
bags and a humidity indicator on wooden racks in the
engine exhaust duct. Suitable windows must be provided in
the exhaust closure to facilitate observation of the humidity
indicators.
(Continued Next Page)

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SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

CESSNA
MODEL 208B G1000

PROLONGED OUT-OF-SERVICE CARE (Continued)
c.

2.

3.
4.

5.

6.
7.

29 to 90 Days - An engine inactive for a period exceeding 28
days, but less than 91 days, need only have the fuel system
preserved, engine openings covered, and desiccant bags
and humidity indicators installed.
d. 91 Days and Over - An engine inactive over 90 days in the
airframe or removed for long-term storage in a container,
must, in addition to the 29 to 90 day procedure, have the
engine oil drained and unused accessory drive pads
sprayed.
Place a cover over the pitot tube and install the two engine inlet
covers. To prevent the propeller from windmilling, install the
propeller anchor over a blade of the propeller and secure the
strap around the nose gear or to the bracket located on the
lower right hand cowl. Cover all other openings to prevent entry
of foreign objects.
Keep the fuel tanks full to minimize condensation in the tanks.
If the airplane will be out of service for 5 days or more,
disconnect the battery. If the battery is left in the airplane, it must
be removed and serviced regularly to prevent discharge. If the
battery is removed from the airplane, check it regularly for state
of charge.
If the airplane is stored outside, tie-down the airplane in
accordance with the procedure in this section. Chock the nose
and main wheels; do not set the parking brake if a long period of
inactivity is anticipated as brake seizing can result.
Every two weeks, move the airplane to prevent flat areas on the
tires. Mark the tires with tape to ensure the tires are placed
approximately 90° from their previous position.
Drain all fuel drain points every 30 days and check for water
accumulation. Prolonged storage of the airplane will result in a
water buildup in the fuel which "leaches out" the fuel additive. An
indication of this is when an excessive amount of water
accumulates at the fuel drain points. Refer to Fuel Additive in
this section for minimum allowable additive concentrations.

BULB REPLACEMENT DURING FLIGHT
The Bulb Replacement figure provides instructions to aid the pilot to
replace annunciator panel light bulbs without tools during flight. It is
suggested that spare bulbs be stored in the map compartment.
However, if a spare bulb is not available, an identical bulb, which is
available from other lights listed herein can be substituted for the
defective bulb. For a listing of other bulb requirements and specific
tools needed, refer to the Maintenance Manual for this airplane.

8-48

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208BPHBUS-00

CESSNA
MODEL 208B G1000

SECTION 8
HANDLING, SERVICE, AND MAINTENANCE

BULB REPLACEMENT

Figure 8-6
208BPHBUS-00

U.S.

8-49/8-50

CESSNA
MODEL 208B (675 SHP)

SECTION 9
SUPPLEMENTS

SUPPLEMENTS
INTRODUCTION
This section consists of a series of supplements, each covering a single
system which may be installed in the airplane. Each supplement
contains a brief description, and when applicable, Limitations,
Emergency Procedures, Normal Procedures, and Performance.
Operators should refer to each supplement to ensure that all limitations
and procedures appropriate for their airplane are observed.
NOTE
Some supplements contain references to equipment
manufacturers pilot’s manuals which are supplied with the
airplane at the time of delivery from the factory, or
whenever equipment is installed after delivery. These
manuals must be kept up-to-date with the latest revisions
issued by the publisher. These vendor manuals contain a
user registration form or instructions for obtaining future
revisions or changes.
WARNING

•

Complete familiarity with the airplane and its
systems will not only increase the pilot's
proficiency and ensure optimum operation, but
could provide a basis for analyzing system
malfunctions in case an emergency is
encountered. Information in this section will
assist in that familiarization. The responsible
pilot will want to be prepared to make proper and
precise responses in every situation.

•

Limitations
contained
in
the
following
supplements are FAA approved. Observance of
these operating limitations is required by Federal
Aviation Regulations.

208BPHBUS-00

9-1/9-2



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