Cessna Caravan I 1V PTM SE r1.0 - Epub PDF

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CESSNA CARAVAN I
PILOT TRAINING MANUAL
SECOND EDITION
“The best safety device in any aircraft is a well-trained crew.”™ CESSNA Revision 1.0
CARAVAN I
PILOT
TRAINING FlightSafety International, Inc.
MANUAL Marine Air Terminal, LaGuardia Airport
SECOND Flushing, New York 11371
EDITION (718) 565-4100
REVISION www.FlightSafety.com
1.0
F O R T R A I N I N G P U R P O S E S O N LY
NOTICE
The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Airplane Flight Manual, Pilot Manual, and Maintenance Manuals. It
is to be used for familiarization and training purposes only.
At the time of printing it contained then-current information. In the event of conflict

between data provided herein and that in publications issued by the manufacturer or the
FAA, that of the manufacturer or the FAA shall take precedence.
We at FlightSafety want you to have the best training possible. We welcome any
suggestions you might have for improving this manual or any other aspect of our
training program.
F O R T R A I N I N G P U R P O S E S O N LY
Pilot courses for the Cessna Caravan I aircraft are taught at the following FlightSafety Learning
Center:
Wichita Cessna Learning Center

1851 Airport Road
Wichita, Kansas 67209
Phone: (316) 220-3100
Toll-Free: (800) 488-3214
Fax: (316) 220-3134
Copyright © 2013 by FlightSafety International, Inc.

All rights reserved.
Printed in the United States of America.
INSERT LATEST REVISED PAGES, DESTROY SUPERSEDED PAGES
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Dates of issue for original and changed pages are:
Second Edition ...........0.0 ........... April 201
Revision ......................1.0............ July 2013
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CONTENTS
Chapter 1 AIRCRAFT GENERAL

Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 AUXILIARY POWER SYSTEM
Chapter 7 POWERPLANT
Chapter 8 FIRE PROTECTION
Chapter 9 PNEUMATICS
Chapter 10 ICE AND RAIN PROTECTION
Chapter 11 AIR CONDITIONING
Chapter 12 PRESSURIZATION
Chapter 13 HYDRAULIC POWER SYSTEM
Chapter 14 LANDING GEAR AND BRAKES
Chapter 15 FLIGHT CONTROLS
Chapter 16 AVIONICS
Chapter 17 MISCELLANEOUS SYSTEMS
Chapter 18 MANEUVERS AND PROCEDURES
Chapter 19 WEIGHT AND BALANCE
Chapter 20 FLIGHT PLANNING AND PERFORMANCE
Chapter 21 CREW RESOURCE MANAGEMENT
WALKAROUND
APPENDIX
ANNUNCIATOR PANEL
CESSNA CARAVAN I PILOT TRAINING MANUAL
CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION .....................................................................................................................1-1
GENERAL ................................................................................................................................1-1
Model Differences .............................................................................................................1-2
STRUCTURES..........................................................................................................................1-2
Fuselage .............................................................................................................................1-2
Wings .................................................................................................................................1-2
Empennage ........................................................................................................................1-2
AIRPLANE SYSTEMS ............................................................................................................1-7
Warnings and Annunciators...............................................................................................1-7
Electrical System ...............................................................................................................1-7
Lighting System.................................................................................................................1-7
Fuel System .......................................................................................................................1-7
Powerplant .........................................................................................................................1-8
Ice and Rain Protection .....................................................................................................1-8
Landing Gear and Brakes ..................................................................................................1-8
Flight Controls ...................................................................................................................1-8
Oxygen System..................................................................................................................1-9
LIMITATIONS ..........................................................................................................................1-9
Windshield/Window Cleaning and Care ...........................................................................1-9
Noise Characteristics .........................................................................................................1-9
FOR TRAINING PURPOSES ONLY 1-i

ILLUSTRATIONS
Figure Title Page
1-1 Cessna Grand Caravan ............................................................................................. 1-2
1-2 Exterior Dimensions—208 ...................................................................................... 1-3
1-3 Exterior Dimensions—208B.................................................................................... 1-4
1-4 Minimum Turning Radius—208 .............................................................................. 1-5
1-5 Minimum Turning Radius—208B ........................................................................... 1-6
TABLE
Table Title Page
1-1 Windshield and Window Care ................................................................................. 1-9
FOR TRAINING PURPOSES ONLY 1-iii

CHAPTER 1
AIRCRAFT GENERAL
INTRODUCTION
This training manual provides a description of the major airframe and engine systems in
the Cessna Caravan I. This manual does not supercede or substitute any of the manufac-
turer’s system or operating manuals. This manual provides information from the basic de-
sign data. All subsequent changes in airplane appearance or system operation is covered
during academic training and subsequent revisions to this manual. The “Aircraft General”
chapter covers the structural makeup of the airplane and gives a general description of the
system. An annunciator section displays all light indications; fold out page ANN-1 for ref-
erence while studying this manual.
GENERAL
The airplane is an all-metal, high-wing, sin- utility purposes. A composite cargo pod is op-
gle-engine airplane equipped with tricycle tional equipment on all versions except float-
landing gear. Its primary use is for general equipped aircraft (Figure 1-1).
FOR TRAINING PURPOSES ONLY 1-1

Figure 1-1. Cessna Grand Caravan
MODEL DIFFERENCES • Bulkhead with attaching plates at its

base for the strut-to-fuselage attach-
The Cessna Caravan I is produced as the 208 ment of the wing struts
Caravan 675, 208B Grand Caravan, and 208B
Super Cargomaster. The major differences are
the presence or absence of passenger windows WINGS
and the length of the fuselage. Figures 1-2 The externally braced wings have integral fuel
and 1-3 illustrate the aircraft dimensions for tanks and are constructed of a front and rear
the various models. Figures 1-4 and 1-5 show spar with formed sheet metal ribs, doublers,
the different minimum turning radii. and stringers. An aluminum skin covers the en-
tire structure.
STRUCTURES EMPENNAGE
FUSELAGE The empennage includes a conventional ver-
tical stabilizer, rudder, horizontal stabilizer,
The fuselage is constructed with a conventional and elevator. The top of the rudder has a lead-
formed sheet metal bulkhead, stringer, and a ing-edge extension that contains a balance
semimonocoque skin design. weight. An elevator trim tab attaches to the
trailing edge of each elevator by full-length
Major items of structure are: piano hinges. Both elevator tip leading-edge
extensions provide aerodynamic balance and
• Front and rear car r y-through spars use balance weights. A row of vortex genera-
(wings attach to these spars)
tors on the top of the horizontal stabilizer just
• Bulkhead forward of the elevator enhances nosedown el-
evator and trim authority.
• Main landing gear attachment forgings
1-2 FOR TRAINING PURPOSES ONLY

14 FT – 10 IN
MAX
CARGO VERSION
37 FT – 7 IN
20 FT – 6 IN
NOTE:
1. DIMENSIONS SHOWN ARE BASED ON
STANDARD EMPTY WEIGHT AND PROPER
INFLATION OF NOSE AND MAIN GEAR TIRES.
TAIL HEIGHT MAY INCREASE WITH OVERSIZE 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 11 FT – 7 1/2 IN.
5. WING AREA IS 279.4 SQUARE FEET.
6. MINIMUM TURNING RADIUS (*PIVOT POINT
TO OUTBOARD WINGTIP STROBE
LIGHT) IS 31 FT – 10 1/2 IN.
PIVOT POINT PIVOT POINT
52 FT – 1 IN
7. HARTZELL PROPELLER GROUND CLEARANCE WITH

STANDARD TIRES AND NOSE GEAR FORK: 100 IN (HARTZELL)
• NOSE TIRE DEFLATED AND NOSE GEAR BARREL 106 IN (McCAULEY)
11 FT – 8 IN
EXTENDED 4 1/2 IN: 19 IN (See POH)
• NOSE TIRE INFLATED AND NOSE STRUT FULLY
COMPRESSED: 12 IN.
PROPELLER GROUND CLEARANCE WITH
McCAULEY PROPELLER:
• NOSE TIRE INFLATED AND NOSE GEAR
EXTENDED 4 1/2 IN: 16 IN.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY
COMPRESSED 9 IN.
Figure 1-2. Exterior Dimensions—208

15 FT – 5 1/2 IN
MAX
PASSENGER
VERSION 41 FT – 7 IN
CARGO VERSION
20 FT – 6 IN
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. CABIN SIDE WINDOWS
4. WHEEL BASE LENGTH IS 13 FT – 3 1/2 IN. AND THE RIGHT HAND
5. WING AREA IS 279.4 SQUARE FEET. PASSENGER DOOR
6. AIRPLANES 2080001 THRU 0403 NOT INCORPORATING ARE NOT INSTALLED ON
SK208-164, AND AIRPLANES 208B0001 THRU 1223 NOT
THE CARGO VERSION
INCORPORATING SK208-164. MINIMUM TURNING RADIUS
(*PIVOT POINT TO OUTBOARD WING TIP STROBE LIGHT)
IS 32’ -8 5/8”.
PIVOT POINT PIVOT POINT
9. McCAULEY PROPELLER GROUND CLEARANCE –

7. HARTZELL PROPELLER GROUND CLEARANCE WITH STANDARD TIRES AND NOSE GEAR FORK:
STANDARD TIRES AND NOSE GEAR FORK: • NOSE TIRE INFLATED AND NOSE GEAR
• NOSE TIRE INFLATED AND NOSE GEAR BARREL BARREL EXTENDED 3 5/8 IN: 11 1/4 IN.
EXTENDED 3 5/8 IN: 14 1/4 IN. • NOSE TIRE DEFLATED AND NOSE STRUT FULLY
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY COMPRESSED: 2 1/2 IN.
COMPRESSED: 5 1/2 IN. 10. McCAULEY PROPELLER GROUND CLEARANCE –
8. HARTZELL PROPELLER GROUND CLEARANCE WITH STANDARD TIRES, EXTENDED NOSE GEAR FORK:
STANDARD TIRES AND EXTENDED NOSE GEAR FORK:
• NOSE TIRE INFLATED AND NOSE GEAR
• NOSE TIRE INFLATED AND NOSE GEAR BARREL
BARREL EXTENDED 3 5/8 IN: 14 3/4 IN.
EXTENDED 3 5/8 IN: 17 3/4 IN.
• NOSE TIRE DEFLATED AND NOSE STRUT FULLY • NOSE TIRE DEFLATED AND STRUT FULLY
COMPRESSED: 8 7/8 IN. COMPRESSED: 5 7/8 IN.
52 FT – 1 IN
100 IN (HARTZELL)
11 FT – 8 IN 106 IN (McCAULEY)
Figure 1-3. Exterior Dimensions—208B

63 FT 9 IN (WITH STROBE LIGHTS)
31 FT 10 1/2 IN (WITH STROBE LIGHTS)
12 FT 11.6 IN 11 FT 8 IN
NOTE:
MINIMUM TURNING RADIUS WITH BRAKE
LOCKED, FULL RUDDER AND POWER
Figure 1-4. Minimum Turning Radius—208

14 FT 10 IN 13 FT 3 IN
NOTE:
MINIMUM TURNING RADIUS WITH INBOARD
WHEEL BRAKE LOCKED, FULL RUDDER
AND POWER
Figure 1-5. Minimum Turning Radius—208B

AIRPLANE SYSTEMS most general electrical and all avionics circuits

is through two general buses, two avionics buses,
The following is a brief overview of the air- and a battery bus.
plane systems in the Cessna Caravan I.
An optional standby electrical system, which in-
These Cessna Caravan I systems are discussed: cludes an engine-driven alternator and separate
busing system also may be in the airplane.
• Warnings and Annunciators
• Electrical System LIGHTING SYSTEM
• Lighting System Exterior lighting includes:
• Fuel System • Three navigation lights
• Powerplant • Two landing lights
• Ice and Rain Protection • Two taxi-recognition lights
• Landing Gear and Brakes • Two strobe lights
• Flight Controls • Flashing beacon
• Oxygen System • Two underwing courtesy lights
Detailed descriptions of these systems are in the Control of all exterior lights is by toggle
individual chapters of this training manual. switches on the lighting control panel on the
left side of the instrument panel.
WARNINGS AND
Integral flood and post lights provide instru-
ANNUNCIATORS ment and control panel lighting. Four concen-
The annunciator panel is at the top edge of the tric dual lighting control knobs grouped together
instrument panel directly in front of the pilot. on the lower part of the instrument panel to the
The panel contains separate indicator lamps left of the control pedestal.
that illuminate green, amber, or red when a spe-
cific condition occurs in the airplane system that FUEL SYSTEM
associates with the light.
The airplane fuel system includes:
A green lamp illuminates to indicate a normal
or safe condition in the system. An amber lamp • Two vented, integral fuel tanks with
illuminates to indicate a cautionary condition shutoff valves
exists that may or may not require immediate • Fuel-selectors-off warning system
corrective action. When a hazardous condition
exists requiring immediate corrective action, a • Fuel reservoir
red lamp illuminates. • Ejector fuel pump
• Electric auxiliary boost pump
ELECTRICAL SYSTEM • Reservoir manifold assembly
The airplane has a 28-VDC electrical system. It • Firewall shutoff valve
uses a 24-volt, 40-ampere-hour NiCad battery or
a 24-volt, 45-ampere-hour lead-acid battery as • Fuel f ilter
a source of electrical energy and a 200-amp (or • Oil-to-fuel heater
optional 300-amp) engine-driven starter-gener-
ator to maintain the the battery charge. Power to • Engine-driven fuel pump
• Fuel control unit

• Flow divider LANDING GEAR AND BRAKES

• Dual manifolds The tricycle landing gear has a steerable nose-
• Fourteen fuel nozzle assemblies wheel and two main wheels. Shock absorption
is by the following:
• Fuel can and drain
• The tubular spring-steel main landing
Fuel flows from the tanks through the two fuel gear struts
tank shutoff valves at each tank. Mechanical • Interconnecting spring-steel tube be-
control of the fuel tank shutoff valves is by two tween the two main landing gear struts
f u e l s e l e c t o r s o n t h e ov e r h e a d p a n e l .
Manipulate the fuel selectors to select either • Nose gear oil-f illed shock strut and
left or right fuel tanks, or both at the same time. spring-steel drag link
Normal operation is with both tanks on.
Each main gear wheel has a hydraulically ac-
tuated single-disc brake on the inboard side of
POWERPLANT each wheel.
A Pratt and Whitney of Canada, Ltd. PT6A-
114A free-turbine, two-shaft engine powers the FLIGHT CONTROLS
airplane. It is flat rated at 675 shaft horse-
power. Some earlier aircraft were powered by The flight control system includes:
a PT6A-114 engine rated at 600 shaft horse- • Conventional aileron, elevator, and rud-
power. The engine drives a constant-speed, der control surfaces
full-feathering, reversible, hydraulically actu-
ated aluminum three-blade propeller manufac- • A pair of spoilers above the outboard
tured by McCauley. (An option on earlier SNs ends of the flaps
offered a similar composite propeller manu-
factured by Hartzell.) Flight controls are manually operated by a
mechanical linkage using a control wheel for
the ailerons, spoilers, and elevator, and rud-
ICE AND RAIN PROTECTION der-brake pedals for the rudder. The wing
spoilers improve lateral control of the air-
The Cessna Caravan I has an ice and rain protec- plane at low speeds by disrupting lift over the
tion package on the aircraft. The flight-into-known- appropriate flap.
icing equipment package consists of:
• Pneumatic deicing boots on: The system includes aileron, elevator, and
rudder trim systems that operate manually. A
• Wings and wing struts
trimmable servo tab that attaches to the right
• Main landing gear legs aileron provides aileron trimming. Accomplish
• Cargo pod nosecap elevator trimming through two elevator trim
tabs. A vertically mounted trim control wheel
• Horizontal and vertical stabilizer lead- on the top left side of the control pedestal
ing edges controls the elevator trim tabs. Accomplish
• Electrically heated propeller blade anti- rudder trimming through the trim control wheel
ice boots on the control pedestal, which is attached to
• Detachable electric windshield anti-ice the forward rudder torque tube and nose gear
panel steering push rod.
• Pitot-static heat system
• Standby electrical system
• Stall heat

OXYGEN SYSTEM • Lacquer Thinners

An oxygen system provides supplementary • C o m m e r c i a l o r h o u s e h o l d w i n d ow
oxygen necessary for continuous flight at high cleaning sprays
altitude. On the standard 208 it is a 10-port sys-
tem. On the 208B it is a 13-port oxygen sys- NOISE CHARACTERISTICS
tem. Each has a 116.95-cubic-foot capacity. On
the 208 Cargo Master and 208B Super Cargo Increased emphasis on improving the qual-
Master it is a two-port system with a 50.67- ity of our environment requires renewed ef-
cubic foot capacity. for t on the par t of all pilots to minimize
effect of airplane noise on the public. Pilots
The oxygen cylinder is in the tail cone and has can demonstrate concern for environmental
a pressure regulator that reduces the cylinder improvement by application of the following
pressure to an operating pressure of 70 psi. A suggested procedures, and thereby prevent
pressure gage on the overhead console indi- undue criticism of aviation by the public:
cates cylinder pressure. The regulator has a • Pilots operating aircraft under visual flight
shutoff valve that is controlled by a remote shut- rules (VFR) over outdoor assemblies of
off valve control lever in the overhead console. persons, recreational and park areas, and
other noise-sensitive areas should make
every effort to fly not less than 2,000 feet
LIMITATIONS above the surface, weather permitting,
even though flight at a lower level may be
consistent with the provisions of govern-
WINDSHIELD/WINDOW ment regulations.
CLEANING AND CARE • During departure from or approach to an
airport, climb after takeoff and descent
The windshield and windows are constructed of for landing should be made so as to avoid
cast acrylic. The surface hardness of acrylic is prolonged flight at low altitude near
approximately equal to that of copper or brass. noise-sensitive areas.
Do not use a canvas cover on the windshield un-
less freezing rain or sleet is anticipated. Canvas NOTE
covers may scratch the plastic surface. When
cleaning and waxing the windshield and win- The above recommended procedures
dows, use only the materials and methods listed do not apply where they conflict with
in Table 1-1. Air Traffic Control clearances or in-
structions, or where, in the judgement
DO NOT use any of the following on wind- of the pilot, an altitude of less than
shields and windows: 2,000 feet is necessary for the pilot to
adequately see and avoid other traffic.
• Methanol
• Denatured alcohol
The certif icated noise level for the Model
• Gasoline 208B at 8,750 pounds maximum weight is
• Benzene 80.1 dB Hartzell, 82.7 McCauley. No deter-
m i n a t i o n h a s b e e n m a d e by t h e Fe d e r a l
• Xylene Aviation Administration that the noise lev-
els of this airplane are or should be accept-
• MEK able or unacceptable for operation at, into,
or out of any airport.
• Acetone
• Carbon Tetrachloride

Table 1-1. WINDSHIELD AND WINDOW CARE
DESCRIPTION MANUFACTURER USE

Mild soap or detergent (hand dishwashing Commercially available Cleaning windshields and windows
type without abrasives)
Aliphatic Naphtha Type II conforming to Commercially available Removing deposits that cannot be
Federal Specifications TT-N-95 removed with mild soap solution on
acrylic windshields and windows
Polishing wax: (Refer to Note 1) Waxing acrylic windshields and
• Turtle Wax Turtle Wax, Inc. windows
(paste) Chicago, IL 60638
• Great Reflections E.I. duPont de Nemours
Paste wax and Co., Inc.
Wilmington, DE 19898
• Slip-stream, Wax Classic Chemical
(paste) Grand Prairie, TX 75050
Acrylic polish conforming to Federal Cleaning and polishing acrylic
Specification P-P-560, such as: windshields and windows
• Permatex Plastic Permatex Company, Inc.
Cleaner, No. 403D Kansas City, KS 66115
• Mirror Glaze Mirror Bright Polish Co.

MGH-17 Pasadena, CA
Soft cloth, such as cotton flannel or cotton Commercially available Applying and removing wax and
terry cloth material polish
Rain repellent conforming to Federal Rain shedding on acrylic
Specification MIL-W-6882, such as: windshields.
REPCON UNELKO
(Refer to Note 2) 7428 E. Karen Dr.
Scottsdale, AZ. 85260
NOTE 1: These are the only polishing waxes tested and approved for use by Cessna Aircraft Company.
NOTE 2: This is the only rain repellent approved for use by Cessna Aircraft Company for use on Cessna
Model 208 series airplanes.

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL .............................................................................................................................. 2-1
ELECTRICAL SYSTEM........................................................................................................ 2-3
Description....................................................................................................................... 2-3
Components ..................................................................................................................... 2-3
Controls and Indications.................................................................................................. 2-5
Operation ......................................................................................................................... 2-9
Limitations..................................................................................................................... 2-11
Emergency/Abnormal.................................................................................................... 2-17
STANDBY ELECTRICAL SYSTEM.................................................................................. 2-18
Description .................................................................................................................... 2-18
Controls and Indications................................................................................................ 2-18
Operation ....................................................................................................................... 2-19
QUESTIONS......................................................................................................................... 2-20

ILLUSTRATIONS
Figure Title Page
2-1 Electrical System ..................................................................................................... 2-2
2-2 Lead-Acid Batteries ................................................................................................. 2-4
2-3 NiCad Battery Installation ....................................................................................... 2-4
2-4 Starter-Generator...................................................................................................... 2-5
2-5 Ground Service Receptacle...................................................................................... 2-5
2-6 Left Switch Panel..................................................................................................... 2-6
2-7 External Power Circuit ............................................................................................. 2-7
2-8 Volt/Ammeter Selector Switch ................................................................................ 2-8
2-9 Electrical System—Battery Switch On ................................................................. 2-10
2-10 Electrical System—Battery Start Below 46% NG ................................................ 2-12
2-11 Electrical System—Battery Start Above 46% NG................................................. 2-13
2-12 Electrical System—External Power Start Below 46% NG .................................... 2-14
2-13 Electrical System—External Power Start Above 46% NG .................................... 2-15
2-14 Electrical System—Generator On Battery Charging ............................................ 2-16

CHAPTER 2
ELECTRICAL POWER SYSTEMS
INTRODUCTION
This chapter provides information on the electrical system in the Cessna Caravan I air-
craft. The aircraft also has a standby electrical system. Information on the components
and controls of the system are given in this chapter.
GENERAL
The Cessna Caravan I is equipped with a 28-volt, DC power is routed through a power distribu-
direct-current electrical system that uses a 24-volt tion bus, a battery bus, an optional standby al-
battery, and a starter-generator to supply primary ternator bus, and avionics buses. Controls and
power to the aircraft. Additional power is available warnings are provided to the pilot to indicate
through an external power unit receptacle and a emergency and abnormal conditions.
standby alternator.

2-2
ALTERNATOR
GENERATOR GEN ALT ALTERNATOR

CONTACTOR SHUNT SHUNT CONTACTOR
GENERATOR EXTERNAL
CONTROL POWER ALTERNATOR
UNIT SWITCH CONTROL UNIT
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
BATTERY BATT NO. 1 AVIONICS BREAKER
ALTERNATOR
CONTACTOR SHUNT POWER SWITCH BUS
BATTERY
FOR TRAINING PURPOSES ONLY

SWITCH
BUS TIE NO. 1

TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
KEEP ALIVE #1 NO. 2 AVIONICS
POWER SWITCH
KEEP ALIVE #2
TO ANTI-CYCLE SWITCH
POWER
BATTERY BUS DISTRIBUTION BUS NO. 2
LEGEND
BATTERY POWER
GROUND
Figure 2-1. Electrical System

ELECTRICAL SYSTEM contain the hydrogen gas emitted by the bat-

tery during its normal charging cycles. The
battery box is well ventilated to prevent a
DESCRIPTION concentrated accumulation of hydrogen within
the airframe.
The Cessna Caravan I has a 28-VDC electrical
system. The system uses a 24-volt battery as a The overboard vent also serves as a drain for
source of electrical energy and a dual purpose any acid condensate that produces during sys-
starter-generator that acts as a motor during engine tem charging.
start and as a generator after starting.
Battery acid is very corrosive and hydrogen gas
When operating as a generator, it supplies is highly explosive. Take measures to protect
power to operate the airplane systems and yourself and the airplane.
maintain the battery state of charge. Power to
most general electrical and all avionics circuits
is through two general buses, two avionics Nicad Batteries
buses, and a battery bus. The optional 24-volt, 40-amp-hour (20-cell)
nicad battery is on the right forward side of the
The battery bus energizes continuously for mem- f irewall (Figure 2-3). The use of nicad battery
ory keep-alive, clock, and cabin/courtesy light is due to the following:
functions. The two general buses are on when the
BATTERY switch is turned on. All DC buses are • Low maintenance costs throughout its
on when the BATTERY switch and the two AVION- long service life
ICS switches are turned on. • Short recharge time when charged using
the aircraft electrical system
COMPONENTS • Excellent reliability
Batteries • Good starting capability
Starting electrical power is supplied by a 24-
volt, 45-amp-hour lead-acid battery or by a 24- Generator Control Unit (GCU)
volt, 40-amp-hour nicad battery. The battery
is on the right forward side of the f irewall on The generator control unit (GCU) is inside
a swing-out tray for easy maintenance. The sys- the cabin on the left forward fuselage side
tem also has a quick-disconnect to facilitate wall. The unit provides the electrical control
battery removal. functions necessary for operation of the starter-
generator. The GCU provides for automatic
starter cutoff when the engine rpm is above
Lead-Acid Batteries 46%. Below 46%, the starter-generator func-
tions as a starter, and above 46%, with the
The standard battery is a 24-volt 45-amp-hour starter switched turned to off, it functions as
lead acid battery. Because of its inherent ability to a generator. The GCU provides voltage regu-
absorb voltage spikes, the battery is an important lation and protection from high voltage and re-
component of the electrical system. Voltage spikes verse current.
are particularly damaging to electronic compo-
nents. For this reason, ensure the battery is well
maintained and never turn it off during normal Starter-Generator
operations. The starter-generator is on the engine accessory
gearbox at the 12 o’clock position and is driven
The battery is in its own manifold-type bat- by the engine through a splined shaft (Figure 2-
tery case (Figure 2-2). This is necessary to 4). It functions as the starter during engine start

BOX PIVOT
POWER CABLE
LATCH
RELEASE LATCH
BATTERY VENT LINE

POWER CABLE
FIREWALL
Figure 2-2. Lead-Acid Batteries
POWER QUICK DISCONNECT
TEMPERATURE PROBE
CONNECTION
Figure 2-3. NiCad Battery Installation

Figure 2-4. Starter-Generator Figure 2-5. Ground Service Receptacle
and becomes the generator once the engine is at c i d e n t a l ly c o n n e c t e d b a c k wa r d s o r t h e

idle speed. The battery or an external power source ground service voltage is too high, no power
powers the starter-generator. The unit incorpo- flows to the electrical system, thereby pre-
rates a speed sensor for overspeed protection and venting any damage to electrical equipment.
automatic starter shutoff. After engine start, the
unit acts as a 28-volt, 200-amp (or optional 300- Ground Power Monitor
amp) generator that supplies power to electrical
equipment and charges the battery. The GCU con- The ground power monitor is inside the electri-
trols the starter-generator when it is operating as cal power control assembly on the forward left
a generator. side of the firewall. It senses the voltage level
applied to the external power receptacle and
An integral fan and a blast tube above the oil cooler closes the external power contactor when the ap-
in the air inlet on the right forward cowling pro- plied voltage is within the proper limits. The
vides cooling for the starter-generator. ground power monitor also senses battery bus
voltage and illuminates the VOLTAGE-LOW
annunciator when battery bus voltage drops to
Ground Service Plug less than 24.5 volts.
Receptacle
A ground service plug receptacle (Figure 2- CONTROLS AND INDICATIONS
5) per mits the use of an exter nal power
source for cold-weather starting and during Most major controls of the electrical system
lengthy maintenance work on the electrical are on the left switch panel and the CB panel.
and avionics equipment. External power con- The left switch panel contains the controls for
trol circuitry prevents the external power external power, battery, generator, fuel boost,
and battery from connecting together during standby power, ignition, starter, and avionics
the start. The external power receptacle is in (Figure 2-6).
the left side of the engine compartment near
the f irewall.
Avionics Bus Tie Switch
The ground service circuit incorporates po- The AVIONICS BUS TIE switch is a two-po-
larity reversal and overvoltage protection. sition toggle switch, guarded in the off po-
Power from the external power source flows sition, on the left sidewall switch and CB
only if the ground service plug is correctly panel. Lifting the guard and placing the
connected to the airplane. If the plug is ac- switch in the on position connects the No. 1

EXTERNAL POWER
SWITCH
BATTERY SWITCH
FUEL BOOST PUMP

SWITCH
GENERATOR
SWITCH IGNITION SWITCH
STARTER SWITCH
STANDBY
POWER SWITCH
AVIONICS POWER
SWITCHES
AVIONICS STBY AVIONICS BUS TIE

POWER SWITCH SWITCH
Figure 2-6. Left Switch Panel
and No. 2 avionics buses together in the event monitor. When the EXTERNAL POWER
of failure of either bus feeder circuit. Since switch is in the STARTER position, external
each avionics bus is supplied power from a power is applied to the starter circuit only,
separate fuse on the power distribution bus, and battery power is provided to the main bus
failure of either of those cur rent limiters (Figure 2-7). No generator power is available
causes failure on the affected bus. Placing the i n t h i s p o s i t i o n . W h e n t h e E X T E R NA L
BUS TIE switch to the ON position restores POWER switch is in the BUS position, exter-
power to the failed bus. Operation without nal power is applied to the power distribution
both bus feeder circuits may require an avion- bus, and no external power is available to the
ics load reduction, depending on equipment starter. The battery can be connected to the
in the aircraft. power distribution bus and external power by
the BATTERY switch; however, it is not rec-
ommended to charge the battery using an ex-
External Power Switch ternal power source.
The EXTERNAL POWER switch is a three-po-
sition, guarded toggle switch on the left side-
wall switch and CB panel. The switch has OFF,
Circuit Breakers
STARTER, and BUS positions and is guarded Most of the electrical circuits in the airplane
in the OFF position. When the switch is in the are protected by pull-off circuit breakers on
OFF position, no external power is supplied the left sidewall switch and CB panel. Six
to the aircraft circuits except the ground power circuit breakers supplied by the battery bus are
forward of the f irewall, inside the left engine

ALTERNATOR

GENERATOR EXTERNAL
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
ALTERNATOR

BATTERY
SWITCH
BUS TIE NO. 1

TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
POWER SWITCH
KEEP ALIVE #2
POWER
LEGEND
BATTERY POWER EXTERNAL POWER
GROUND
2-7
Figure 2-7. External Power Circuit
cowl. If an overload occurs in any circuit, the Battery Switch

controlling circuit breaker trips, opening the
circuit. After allowing the circuit breaker to The BATTERY switch has two positions: ON
cool for approximately three minutes, it may and OFF. It is on the left sidewall switch panel.
be reset. When the BATTERY switch is in the ON posi-
tion, battery power is supplied to the two general
buses. The OFF position deactivates power to all
WARNING buses except the battery bus.
Ensure all circuit breakers are en-
gaged before all flights. Never oper- Starter Switch
ate with disengaged circuit breakers The STARTER switch is a three-position tog-
without a thorough knowledge of gle switch on the left sidewall switch panel.
consequences. It has three positions: OFF, START, and
MOTOR. The OFF position shuts off the ig-
nition system. The START position energizes
Volt/Ammeter and Selector the engine ignition system provided the igni-
Switch tion switch is in the NORMAL position. Once
A volt/ammeter and four-position rotary se- the engine has reached a self sustaining speed,
lector switch are on the left side of the instru- the starter switch must be manually positioned
ment panel to monitor electrical system to OFF for generator operation.
operation (Figure 2-8). The selector switch
has GEN, ALT, BATT, and VOLT positions The MOTOR position motors the engine with-
and selects generator current, standby alter- out having the ignition circuit energized. It is
nator current, battery charge or discharge cur- used for motoring the engine when an engine
rent, or system voltage, respectively on the start is not desired. This action clears fuel from
volt/ammeter. Since the standby alternator the engine. The MOTOR position is spring-
system is optional, the ALT position on the se- loaded back to the OFF position. An interlock
lector switch may be inoperative. The optional between the MOTOR position of the STARTER
300-amp starter-generator includes some ad- switch and the IGNITION switch prevents the
ditional markings on the volt/ammeter that starter from motoring unless the IGNITION
reference its specif ic limitations. switch is in the NORM position. This prevents
unintentional motoring of the engine with the
ignition on.
Generator Switch
The GENERATOR switch is a three-position
toggle switch on the left sidewall switch panel.
It is spring-loaded to the center ON position
and can be pressed, momentarily, to either the
RESET or TRIP position.
Avionics Power Switches

T h e av i o n i c s p owe r sw i t c h e s a r e t og g l e
switch/breakers on the left sidewall switch
panel. One switch controls power to the No.
1 avionics bus. The other switch controls power
to the No. 2 avionics bus. The switches are la-
Figure 2-8. Volt/Ammeter Selector Switch

beled “AVIONICS” and are on in the forward GENERATOR OFF Annunciator

position and off in the aft position.
In the event of a high-voltage or reverse-current
condition, the generator automatically discon-
Inverter Selector Switch nects from the buses. The GCU controls the gen-
Two inverters are on 208B airplanes with the erator contactor, which connects the generator
KFC-250 autopilot. Both the main inverter (No. output to the power distribution bus. If any GCU
1) and the spare inverter (No. 2) are beneath the function causes the generator contactor to deen-
front passenger floor and operate from DC power ergize, the red GENERATOR OFF annunciator
supplied through two circuit breakers on the main illuminates.
bus. The inverter selector switch has INV 1, INV
2, and center OFF positions and is below the STARTER ENERGIZED
avionics stack. When either INV position is se- Annunciator
lected and the BATTERY switch is on, 115 VAC
and 26 VAC are supplied to the respective buses. When the starter is in the starter mode, it il-
l u m i n a t e s t h e S TA RT E R E N E R G I Z E D
annunciator.
BATTERY HOT Annunciator
The nicad battery assembly has a battery OPERATION
overheat warning system. A battery temper-
ature sensor is between the cells of the bat-
tery to measure battery temperature. When Preflight
the battery temperature is 140–160°F, the During the preflight internal inspection, en-
amber BATTERY HOT annunciator illumi- sure all switches are in the OFF position and
nates. This indicates a cautionary condition all circuit breakers are pushed in.
exists that may or may not require immedi-
ate corrective action. Verify radar is in the OFF position. If the aircraft
has an air conditioner, make sure it is in the OFF
position. If the aircraft has an inverter switch, en-
BATTERY OVERHEAT sure it also is in the OFF position.
Annunciator
When battery temperature exceeds 160°F, the red The avionics need to be cooled by the avion-
BATTERY OVERHEAT annunciator illuminates, ics cooling fan during operation. Prior to
indicating a hazardous condition exists which re- checking the avionics cooling fan audibly,
quires immediate corrective action. turn the BATTERY switch to the ON position.
Verify the fan is operating properly by plac-
ing the No. 2 AVIONICS toggle switch to the
NOTE ON position and listening. Once verif ication
T h e P i l o t O p e ra t i n g H a n d b o o k has been made, turn off the AVIONICS switch
(POH) states that if either the BAT- and then turn off the BATTERY switch.
TERY HOT or the BATTERY OVER-
H E AT a n n u n c i a t o r i l l u m i n a t e s , Starting
position the BATTERY switch to
OFF to prevent battery damage. When the BATTERY switch is in the ON po-
sition, battery power is applied to the battery
contactor and the battery connects to the power
VOLTAGE LOW Annunciator distribution bus, the internal start contactor,
and the generator contactor (Figure 2-9).
The VOLTAGE LOW annunciator illuminates when Battery voltage also applies to the GCU to
the battery bus voltage is below 24.5 volts. provide line contactor sense. When the BAT-

2-10
ALTERNATOR

GENERATOR EXTERNAL
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
ALTERNATOR
BATTERY

SWITCH
BUS TIE NO. 1

TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
POWER SWITCH
KEEP ALIVE #2
POWER
LEGEND
BATTERY POWER
GROUND
Figure 2-9. Electrical System—Battery Switch On

TERY switch is in the OFF position, the bat- full capacity. This higher voltage also extin-
tery contactor opens and battery voltage ap- guishes the VOLTAGE LOW annunciator.
plies only to the battery bus.
Place the avionics power switches in the OFF po-
Figure 2-10 shows the conf iguration of the sition prior to turning the BATTERY switch on
electrical system when the BATTERY switch or off, starting the engine, or applying an exter-
is ON, the STARTER switch is in START, and nal power source, All avionics may be turned on
the EXTERNAL POWER switch is in OFF, or off by operating the AVIONICS power switches
with N G below 46%. rather than operating all of the individual avion-
ics equipment switches.
When these conditions are met, the GCU sig-
nals the internal starter contractor to close, ap- LIMITATIONS
plying power to the starter.
Limit the maximum avionics load with one
When the speed sensor in the starter-gener- feeder to 30 amps.
ator senses a speed greater than 46% N G , it
signals the GCU to open the internal start Electrical limitations of a specific nature can be
contactor (Figure 2-11). When the contactor found in the Pilot Operating Handbook (POH).
opens, power is removed from the starter.
The GCU does not bring the generator online
because the STARTER switch is still in the 300-amp Starter-Generator
START position.
On the ground, do not exceed a load of 105
amps (f irst triangle on the volt/ammeter) with
When external power is applied to the aircraft,
the engine power set at ground IDLE (52% N G
the configuration is different. Figure 2-12 shows
minimum).
the circuit with external power connected cor-
rectly, the STARTER switch in START, the EX- Do not exceed a load of 170 amps (second tri-
TERNAL POWER switch in starter, and the N G angle on the volt/ammeter) with engine power
below 46%. The difference between this start and set at or above flight IDLE (64% NG minimum).
a battery start below 46% N G is that the starter
is obtaining power from the external start con- In flight, the 300-amp starter-generator is cer-
tactor instead of the internal start contactor. tif ied to produce 300 amps (red line on the
volt/ammeter) up to FL180. Above FL180, the
During an external power start, when NG exceeds 300-amp starter-generator is limited to a load
46%, the sequence and configuration are sim- of 250 amps (third triangle on the volt/amme-
ilar to those of a battery start above 46% (Figure ter) if the airplane is operating at a speed
2-13). The difference is the GCU opens the ex- below 100 KIAS.
ternal start contactor instead of the internal
start contactor when the speed sensor signal
exceeds 46% N G. Engine Starting Cycle Limits
Using the airplane battery, the starting cycle is
When engine start has been accomplished and
NG has reached at least 52%, place the limited to the following intervals and sequence:
STARTER switch in the OFF position. This sig- • 30 seconds ON, 60 seconds OFF
nals the generator control unit that the start cycle
has been completed. The GCU then sends a sig- • 30 seconds ON, 60 seconds OFF
nal to the generator, which produces power. The • 30 seconds ON, 30 minutes OFF
GCU also sends a signal to the generator con-
tactor, which closes, applying power to the power
distribution bus (Figure 2-14). Since the bat- Using external power, the starting cycle is lim-
tery voltage is lower than the generator output ited to the following intervals and sequences:
voltage, the generator recharges the battery to

2-12
ALTERNATOR

GENERATOR EXTERNAL
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
ALTERNATOR
BATTERY

SWITCH
BUS TIE NO. 1

TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
POWER SWITCH
KEEP ALIVE #2
POWER
LEGEND
BATTERY POWER
GROUND
Figure 2-10. Electrical System—Battery Start Below 46% NG

ALTERNATOR

GENERATOR EXTERNAL
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
ALTERNATOR
BATTERY

SWITCH
BUS TIE
NO. 1
TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
POWER SWITCH
KEEP ALIVE #2
POWER
LEGEND
BATTERY POWER GENERATOR POWER
GROUND
2-13
Figure 2-11. Electrical System—Battery Start Above 46% NG
2-14
ALTERNATOR

GENERATOR EXTERNAL
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
ALTERNATOR
BATTERY

SWITCH
BUS TIE
NO. 1
TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
POWER SWITCH
KEEP ALIVE #2
POWER
LEGEND
GROUND
Figure 2-12. Electrical System—External Power Start Below 46% NG

ALTERNATOR

GENERATOR EXTERNAL
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
ALTERNATOR
BATTERY

SWITCH
BUS TIE NO. 1

TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
POWER SWITCH
KEEP ALIVE #2
POWER
LEGEND
GROUND GENERATOR POWER
2-15
Figure 2-13. Electrical System—External Power Start Above 46% NG
2-16
ALTERNATOR

GENERATOR EXTERNAL
INTERNAL NO. 1
START BUS STANDBY
CONTACTOR POWER
SWITCH
EXTERNAL
START
CONTACTOR
GROUND
POWER
EXTERNAL MONITOR
POWER AVIONICS
STANDBY
EXTERNAL POWER
POWER SWITCH
CONTACTOR
NO. 2 STANDBY
BUS POWER CIRCUIT
ALTERNATOR
BATTERY

SWITCH
BUS TIE
NO. 1
TO HOURMETER SWITCH
TO CABIN LIGHTS
BATTERY
POWER SWITCH
KEEP ALIVE #2
POWER
LEGEND
GENERATOR POWER
GROUND
Figure 2-14. Electrical System—Generator On Battery Charging

• 20 seconds ON, 120 seconds OFF feeder cable failure, both avionics buses can
be connected to the remaining feeder by clos-
• 20 seconds ON, 120 seconds OFF
ing the guarded avionics bus tie switch. If a
• 20 seconds ON, 60 minutes OFF ground fault has occurred on one feeder, it is
n e c e s s a r y t o v e r i f y t h e av i o n i c s p owe r
switch/breaker associated with the affected
30-amp Power Outlet feeder is off before the avionics bus tie switch
Power supply is limited to 30 amps. can restore power to both avionics buses. Turn
off nonessential avionics equipment
EMERGENCY/ABNORMAL
Power Failure During Starting
Circuit Breaker Malfunctions If the external power drops off line during the
If one of the three 30-amp feeder circuit break- start sequence, return the EXTERNAL POWER
ers on either bus opens, assume the feeder cable switch to the OFF position to reconnect the bat-
ground fault has been isolated. Attempting to tery to the starter if motoring of the engine is
reset the circuit breakers prior to troubleshoot- needed to prevent the ITT from exceeding its
ing is not recommended. The electrical load on limits. See POH, Section 4—“Amplif ied
the affected bus needs to be maintained below Procedures” for details.
the remaining 60-amp capacity.
Electrical Fire in Flight
Loss of Electrical Power If there is an electrical fire while in flight, turn
Power to components in the aircraft can be the BATTERY switch to the OFF position. Place
lost due to open circuits and ground faults. The the GENERATOR switch in the TRIP position
following are indications of a fault to ground: and then release. Set the STBY PWR switch to
OFF and close the vents. Turn the bleed air heat
• Illumination of the GENERATOR OFF switch to the OFF position and activate the fire
annunciator extinguisher.
• Sudden dimming of the lights
WARNING
• Contactor chattering
• Circuit breaker tripping Fires produce smoke, which is toxic.
If an electrical f ire occurs in flight,
• Arcing noises u s e u s e ox y g e n m a s k s u n t i l t h e
smoke clears. Also after discharg-
Isolate the portion of the system containing the ing an extinguisher within a closed
fault. Disconnect the battery by turning the cabin, ventilate the cabin.
BATTERY switch to the OFF position. Follow
the checklist procedures in the POH for gener-
ator failure. Monitor the volt/ammeter to ensure Turn off all avionics power switches and other
that ground fault currents are shut off and the electrical switches.
capacity of the remaining power sources is not
exceeded. If the fire appears to be out and electrical power
is necessary for the remainder of the flight, fol-
low procedures outlined in the POH.
Partial Avionics Power Failure
Avionics power is supplied to the No. 1 and No. Battery Malfunctions
2 avionics buses from the power distribution
bus in the engine compartment through sepa- Turn the BATTERY switch to OFF using the
rate protected feeder cables. In the event of a BATTERY HOT and BATTERY OVERHEAT

checklist procedures. Use the volt/ammeter (in luminated is the generator not becoming a
the BATT position) to verify that charging cur- generator.
rent is reduced to zero. A battery temperature
of 160°F is critical. Land as soon as practical.
STANDBY ELECTRICAL
Generator or Main Bus SYSTEM
Malfunctions
If a momentary fault occurs in the generator DESCRIPTION
system as evidenced by the GENERATOR An optional standby electrical system is available
OFF and/or VOLTAGE LOW annunciators il- as a power source in the event of main generator
luminating, momentarily place the GENER- system malfunction (Figure 2-15).
ATOR switch in the RESET position to restore
generator power. If erratic operation of the The standby electrical system includes:
generator system is observed, shut off the sys-
tem by momentarily placing the GENERA- • 75-amp alternator, which is belt-driven
TOR switch in the TRIP position. After a from the accessory pad on the rear of the
suitable waiting period, generator operation engine
may be restarted by placing the GENERA- • Alternator control unit forward of the CB
TOR switch momentarily to RESET. panel
If the red VOLTAGE LOW annunciator illumi- • Standby alternator contactor assembly
nates, use the volt/ammeter to verify low bus on the left side of the f irewall
voltage. A low or zero reading on the volt/amme- • Two switches on the left sidewall switch
ter (in the GEN position) confirms that the charge panel
is insufficient or the generator output current is
zero. Illumination of the GENERATOR OFF an-
nunciator indicates the generator contactor has dis- CONTROLS AND INDICATIONS
connected the generator from the power
distribution bus. STBY PWR Circuit Breakers
Circuit protection and isolation are provided
Likely causes of a generator trip (disconnec- by two STBY PWR circuit breakers on the
tion) are: left sidewall CB panel.
• Line surges
• Tripped circuit breakers STBY PWR Switch/ Guarded
• Accidental switch operation
AVIONICS STBY PWR Switch
The STBY PWR switch and the guarded two-
Follow the checklist procedures in the POH to p o s i t i o n AV I O N I C S S T B Y P W R t og g l e
restore generator operation. switch/breaker (see Figure 2-6) control the
standby electrical system.
Starter Malfunctions
If either starter contactor fails to open after
STBY ELEC PWR ON/STBY
the engine has reached 46% N G , the amber ELEC PWR INOP Annunciators
STARTER ENERGIZED annunciator re- System monitoring is provided by two amber
mains illuminated. It is necessary to shut STBY ELEC PWR ON and STBY ELEC PWR
down the engine using the checklist proce- INOP annunciators.
dures and cor rect the malfunction prior to
flight. A result of the annunciator still il-

When operating using the standby electrical

system, the maximum electrical load is 75
amps from sea level to 21,000 feet. To ensure
adequate alternator cooling at high altitudes,
reduce the maximum electrical load 5 amps per
1,000 feet above 21,000 feet up to the maxi-
mum operating altitude.
Power to the two main buses is limited to 40

amps per bus through two STBY PWR circuit
breakers.
OPERATION
Field excitation to the alternator control unit
is supplied through diode logic from either
a circuit breaker in the standby alternator
a s s e m bly o r t h e K E E P A L I V E 2 c i r c u i t
breaker in the main power relay box. After al-
ternator operation is initiated, the alternator
is self-excited.
Monitor total amperage supplied from the

standby electrical system on the volt/amme-
ter by placing the selector switch in the ALT
position.
When the standby electrical system turns on,

standby power automatically routes to the
main buses if the system voltage drops to 27.5
v o l t s . T h e AV I O N I C S S T B Y P W R
switch/breaker and the AVIONICS BUS TIE
switch/breaker should be in the ON position
to avoid connecting the standby power system
to a possible fault in the primary power sys-
tem when operating on standby power.
All main electrical components on current air-

craft remain the same. Some earlier aircraft
have 30-amp circuit breakers.
If there is a fault in the primary power relay

box, isolate the primary power supply sys-
tem. (Pull the six 30-amp bus feeder circuit
b r e a k e r s a n d t u r n o f f b o t h AV I O N I C S
switches.) Power the avionics by turning on
both the AVIONICS STBY PWR switch and
AVIONICS BUS TIE switch.

QUESTIONS
1. The battery is: 6. The volt/ammeter and its associated se-
A. In the tail cone lector switch are used to read:
B. Under the right front seat A. Generator current
C. On a swing out tray in front of the B. Alternator current
f irewall C. Battery current
D. On the floor behind the pilot seat D. All of the above
2. The voltage of the nicad battery is: 7. Placing the AVIONICS BUS TIE switch
A. 24 volts in the ON position:
B. 28 volts A. Ties the avionics bus to the battery
C. 12 volts B. Ties the No. 1 avionics bus to the
D. 32 volts generator
C. Ties the No. 1 avionics bus to the No.2
avionics bus
3. Immediate cor rective action must be D. Disconnects the avionics buses from
taken: each other
A. Upon illumination of the BATTERY
HOT light
8. When the EXTERNAL POWER switch is
B. When battery voltage drops to 24 volts
placed in the BUS position:
C. Upon illumination of the BATTERY
OVERHEAT light A. E x t e r n a l p owe r i s a p p l i e d t o t h e
starter.
D. After 10 minutes of operation with
the BATTERY OVERHEAT light illu- B. External power is applied to the avion-
minated ics bus.
C. External power is applied to the main
bus.
4. The generator control unit (GCU) controls D. Power is sent from the main bus to
the operation of the: the external power receptacle.
A. Generator only
B. Starter only
9. The standby electrical system:
C. Starter-generator
A. Is powered by the battery
D. Standby electrical system
B. I s p owe r e d by t h e e n g i n e - d r ive n
generator
5. The ground power monitor: C. Is powered by a belt-driven alternator
A. Protects the electrical system D. Is actuated by the ground power mon-
B. Controls the external generator itor
C. S e n s e s o p e r a t i o n o f t h e s t a r t e r-
generator
D. Regulates generator output

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL .............................................................................................................................. 3-1
EXTERIOR LIGHTING ......................................................................................................... 3-2
Description....................................................................................................................... 3-2
Components ..................................................................................................................... 3-2
Operation ......................................................................................................................... 3-3
INTERIOR LIGHTING .......................................................................................................... 3-4
Description....................................................................................................................... 3-4
Operation ......................................................................................................................... 3-5
QUESTIONS........................................................................................................................... 3-8

ILLUSTRATIONS
Figure Title Page
3-1. Landing and Taxi-Recognition Lights ..................................................................... 3-2
3-2. Strobe Light ............................................................................................................. 3-3
3-3. Flashing Beacon....................................................................................................... 3-3
3-4. Courtesy Lights........................................................................................................ 3-3
3-5. Light Control Panel.................................................................................................. 3-4
3-6. Interior Lighting Control Knobs .............................................................................. 3-5
3-7. Annunciator Bulb Replacement............................................................................... 3-6
3-8. Post Light Replacement ........................................................................................... 3-6
3-9. Control Wheel Map Light Replacement.................................................................. 3-7

CHAPTER 3
LIGHTING
INTRODUCTION
This chapter describes the lighting systems on the Cessna Caravan I. Information is pro-
vided on exterior and interior lighting.
GENERAL
Exterior lighting on the Cessna Caravan I in- Interior lighting includes instrument lighting
cludes navigation lights, landing lights, and cabin lighting.
taxi/recognition lights, strobe lights, flash-
ing beacon light, and courtesy lights.

EXTERIOR LIGHTING NOTE

It is not recommended that the land-
ing lights be used to enhance the con-
DESCRIPTION spicuity of the airplane in the traffic
The exterior lighting system provides the nec- pattern or enroute, because of their rel-
essary illumination for day or night aircraft op- a t ive ly s h o r t s e r v i c e l i f e . T h e
eration. The exterior lights include: taxi/recognition lights have consid-
erably longer service life and are de-
• Navigation lights on each wingtip and signed for this purpose, if desired.
one on the tail cone
• Landing lights on each wing
Taxi-Recognition Lights
• Taxi-recognition lights on each wing
A taxi-recognition light is inboard of each land-
• Strobe lights on each wingtip ing light in the leading edge of each wing (Figure
• One flashing beacon on top of the tail 3-1). The lights provide illumination of the area
forward of the airplane during ground operation
• Courtesy lights under each wing and taxing. The lights also make the airplane
more visible in the traffic pattern or enroute. The
taxi-recognition lights are protected by the TAXI
COMPONENTS LIGHT circuit breaker on the CB panel.
Navigation Lights
Conventional navigation lights are on the
Strobe Lights
wingtips and tail cone stinger. The lights are The strobe light system includes a strobe light
protected by the NAV LIGHT circuit breaker with remote power supply on each wingtip
on the CB panel. (Figure 3-2). The lights enhance anticollision
protection for the airplane and are required for
night operations. The strobe lights are pro-
Landing Lights tected by the STROBE LIGHT circuit breaker
A landing light in the leading edge of each on the CB panel.
wing provides illumination of the area for-
ward of the aircraft during landing and take- WARNING
off (Figure 3-1).
Strobe lights should be turned off when
taxiing. Ground operation of the high in-
tensity anti-collision lights can be con-
siderable 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.
Flashing Beacon Light

A red flashing beacon light is on the top of the
vertical f in as additional anticollision protec-
Figure 3-1. Landing and Taxi-Recognition tion in flight and for recognition during ground
Lights operation (Figure 3-3). The light is visible
through 360°. The flashing beacon light is

Figure 3-2. Strobe Light

Figure 3-4. Courtesy Lights
CONTROLS AND INDICATIONS

Toggle switches on the lighting control panel
on the left side of the instrument panel con-
trol all exterior lights (Figure 3-5). The tog-
gle switches are on in the up position and off
in the down position:
• STROBE switch—Controls the strobe
lights on the wingtips.
Figure 3-3. Flashing Beacon
• NAV switch—Turns the navigation lights
on the wingtips and on the tail cone on
protected by the BEACON LIGHT circuit and off.
breaker on the CB panel.
• BCN switch—Controls the beacon light
on top of the vertical stabilizer.
WARNING
• LEFT LDG Switch—Turns the left land-
The flashing beacon should not be ing light on and off.
used when flying through clouds or • TAXI/RECOG switch—Turns the taxi-
overcast; the flashing light reflected recognition lights on and off during
from water droplets or particles in ground operations.
the atmosphere; particularly at night,
can cause disorientation or vertigo. • RIGHT LDG switch—Turns the right
landing light on and off.
Courtesy Lights OPERATION

One courtesy light is under each wing (Figure Refer to the Pilot Operating Handbook (POH),
3-4). The lights illuminate the area outside of Section 7 for further information regarding op-
the airplane adjacent to the crew entry doors. eration of the exterior lighting.
The lights operate in conjunction with the
cabin lights and are controlled by the cabin
light switches.

Floodlights
Floodlights illuminate the left sidewall panel,
the right sidewall panel, and circuit breakers.
Maplight
The pilot uses the maplight for checking maps and
other flight data during night operations.
Cabin Lights
Four cabin lights are in the interior of the air-
craft. These lights assist in boarding, exiting,
loading, and unloading cargo. The lights are
above the center of the forward cabin.
Passenger Reading Lights

Passenger reading lights may be near each of
the aft passenger positions. The lights are lo-
cated in 11 small convenience panels above
each seat.
NO SMOKING /SEAT BELT Light

A lighted warning sign in the cabin headliner
above the right side of the forward cabin area
informs passengers when to fasten their seat
belts and if no smoking is in effect.

Figure 3-5. Light Control Panel Four concentric dual lighting control knobs are
grouped together on the lower part of the in-
str ument panel to the left of the control
INTERIOR LIGHTING pedestal (Figure 3-6). These controls vary the
intensity of the instrument panel, left side-
wall switch and CB panel, pedestal, and over-
DESCRIPTION head panel lighting.
Postlights
Postlights illuminate the left and right instru- CABIN Switch
ment panels. The CABIN toggle switch on the lighting con-
trol panel (see Figure 3-5) and a rocker switch
just forward of the cargo door on the inside left
Instrument Panel Lights sidewall control the four overhead panel lights
Lighting of the instrument panel is provided in the interior of the aircraft. The switches
by integral, flood, and postlights. The inte- also control the courtesy light under each
gral lighting illuminates the HSI, FCI, and wing. There is also a rocker switch just forward
radio instruments. of the airstair door on the interior right side

R FLT PANEL–R FLOOD Control

Knobs
The outer R FLT PANEL knob varies the in-
tensity of the postlights that illuminate the
right instrument panel. The inner R FLOOD
knob varies the brightness of the right flood-
light on the left overhead panel. Clockwise ro-
tation of either knob increases lamp brightness
and counterclockwise rotation decreases
brightness.
LWR PANEL/PED/OVHD
SW/CKT BKR Control Knobs
The large LWR PANEL/PED/OVHD knob
varies the intensity of the postlights and flood-
lights illuminating the lower portion of the
instrument panel, pedestal, overhead panel,
and OAT gauge.
Figure 3-6. Interior Lighting Control Knobs
The small SW/CKT BKR knob varies the in-
tensity of floodlights illuminating the left
of the passenger model aircraft. Actuating ei- sidewall panel and circuit breaker.
ther of these switches turns on the cabin lights
regardless of the corresponding position of
the other switches. This light circuit does not ENG INST/RADIO Control Knobs
require power to be applied to the main elec- The large ENG INST knob varies the intensity
trical system buses for operation. of the postlights, which illuminate the engine in-
struments on the top center panel and also the
NO SMOKE Switch dimmable lamps on the annunciator panel. The
smaller RADIO knob controls the integral lights
The NO SMOKE toggle switch on the light- in the avionics equipment.
ing control panel turns the NO SMOKING
light ON and Off.
Control Wheel Maplight Switch
L FLT PANEL–L FLOOD Control This light is on the bottom of the pilot control
wheel and controls the illumination of the
Knobs lower cabin in front of the pilot.
The large L FLT PANEL outer knob varies the
intensity of the postlights that illuminate the
left instrument panel. The small L FLOOD OPERATION
inner knob varies the brightness of the left
f l o o d l i g h t o n t h e r i g h t ove r h e a d p a n e l . Maintenance Considerations
Clockwise rotation of either knob increases Bulb Replacement During Flight
lamp brightness and counterclockwise rotation
decreases brightness. Following is a description of the procedure for
replacing some of the bulbs in the cockpit that
can be done in flight. It is suggested that spare
bulbs be stored in the map compartment.

However, if a spare bulb is not available, an

identical bulb from other lights can be substi-
tuted for the defective bulb. For a listing of
other bulb requirements and specif ic tools
needed refer to the Aircraft Maintenance
Manual (AMM).
Annunciator Panel Lights

To replace the lamps in the annunciator panel,
push in on the face of the annunciator and re-
lease it quickly, allowing it to pop out (Figure
3-7). Pull the assembly out to the limit of its
hinged retainer and allow it to rotate 90° down.
The retainer keeps the light assembly suspended
in this position. Lift the defective bulb out of
the assembly and replace it with an MS25237-
327 bulb. The IGNITION ON light assembly
uses an MS25237-8918 14-volt bulb. For re-
assembly, rotate the light assembly upward into
position and press into place.
Each light assembly contains two bulbs and,

if necessary, remains suff iciently illuminated
with one bulb defective.
Post Lights
To replace postlight bulbs, grasp the lens cap
and pull straight out from the socket (Figure
3-8). Pull the bulb from the cap and replace it Figure 3-7. Annunciator Bulb
with an MS25237-327 bulb. Replace the cap Replacement
in the socket and rotate it to direct the light in
the desired direction.
Control Wheel Map Lights

To replace the control wheel map light bulb,
grasp the rim of the bulb, push it straight up, and
turn counterclockwise as far as possible. Then
pull the bulb straight down and out of the socket
(Figure 3-9). The replacement bulb is a 24RB.
To install the new bulb in the socket, align the
pins on the bulb with the slots in the socket and
then push straight up and rotate the bulb clock-
wise as far as possible.
Figure 3-8. Post Light Replacement

Figure 3-9. Control Wheel Map Light

Replacement

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

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

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

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

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

CHAPTER 4
MASTER WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL .............................................................................................................................. 4-1
DESCRIPTION ....................................................................................................................... 4-2
CONTROLS AND INDICATIONS ........................................................................................ 4-2
Dimming Controls ........................................................................................................... 4-2
Annunciators.................................................................................................................... 4-2
OPERATION........................................................................................................................... 4-2
Test................................................................................................................................... 4-2
QUESTIONS........................................................................................................................... 4-5

ILLUSTRATION
Figure Title Page
4-1 DAY–NIGHT Switch ............................................................................................... 4-2
TABLE
Table Title Page
4-1 Annunciator Panel.................................................................................................... 4-3

CHAPTER 4
MASTER WARNING SYSTEM
INTRODUCTION
The master warning system on the Cessna Caravan I provides warnings of equipment
malfunctions, indications of unsafe operating conditions requiring immediate attention,
and indication that some specif ic systems are in operation.
GENERAL
The annunciator panel for the Cessna Caravan ciator indicates a cautionary condition that
I is immediately above the pilot flight instru- may not require immediate corrective action.
ment group, just below the glareshield. It con- An illuminated green annunciator indicates a
tains red, amber, and green annunciators to normal or safe condition and requires no ac-
indicate system conditions and malfunctions. tion. The annunciator panel is equipped with
An illuminated red annunciator indicates a both testing and dimming features.
hazardous condition that requires immediate
corrective action. An illuminated amber annun-

DESCRIPTION ANNUNCIATORS
The annunciators, their colors, and causes for
With the exception of the aircraft data acqui- illumination are shown in Table 4-1.
sition system (ADAS+), low airspeed warn-
ing, terrain awareness and warning system
(TAWS), and GPS, the majority of aircraft
system annunciators are on the annunciator
panel. The locations of various annunciators
on the annunciator panel vary slightly among
models. Examples of the annunciator panels
are shown in a foldout in the “Appendix B”
tab of this manual.
CONTROLS AND
INDICATIONS Figure 4-1. DAY–NIGHT Switch
DIMMING CONTROLS
Immediately to the left of the annunciator
panel is a DAY–NIGHT switch (Figure 4-1).
OPERATION
When the DAY position is selected, any annun-
ciator that is illuminated is at full intensity. TEST
When the NIGHT position is selected, the in-
tensity of the green annunciators and some of Test the integrity of all annunciators by press-
the amber annunciators can be controlled down ing the LAMP TEST switch to the left of the
to a preset minimum intensity by the ENG a n n u n c i a t o r p a n e l . W h e n a c t iva t e d, t h e
INST lighting rheostat knob on the cockpit LAMP TEST switch illuminates all annun-
lighting control panel. The panel is on the ciators and activates both of the fuel-selec-
middle lower portion of the instrument panel. tor-off warning horns.
Any lamps that fail to illuminate can be easily
NOTE replaced by the pilot. In order to replace the
If a red or a nondimmable amber an- lamp, depress the face of the failed light assem-
bly and allow it to pop out. Pull the assembly
nunciator illuminates at night and out to the limit of its hinged retainer, and allow
becomes an unacceptable distrac- it to rotate 90° down. A retainer keeps the light
tion to the pilot because of its bright- assembly suspended in this position. Lift the de-
ness, it may be extinguished for the fective lamp out of this assembly, and replace
remainder of the flight by pushing in it with a MS25237-327 lamp (MS25237-8918
on the face of the light assembly and 14-volt lamp in IGNITION ON light assembly
allowing it to pop out. However, ex- only). When the defective lamp has been re-
treme caution should be observed placed, rotate the light assembly upward into po-
during operations utilizing this pro- sition and press into place.
cedure. To reactivate the annuncia-
t o r, p u l l t h e l i g h t a s s e m bly o u t NOTE
slightly and push back in.
Each light assembly contains two
lamps and remains sufficiently illumi-
nated with one lamp defective.

Table 4-1. Annunciator Panel
ANNUNCIATOR CAUSE FOR ILLUMINATION
An excessive temperature condition and/or possible fire has occured in the engine
compartment.
Indicates engine oil pressure is less than 38 psi.
The generator is not connected to the power distribution bus.
The emergency power lever is advanced out of the NORMAL position.
Electrical system bus voltage is below 24.5 volts, and power is being supplied from
the battery.
The vacuum system suction is less than approximately 3.0 in. Hg.
The fuel level in the reservoir tank is approximately one-half full or less.
One or both fuel tank selectors are off, the fuel selector warning circuit breaker is
not set or the start control circuit breaker is not set.
One or both upper rear doors are not properly secured.
The auxiliary fuel pump is operating.
Fuel pressure in the fuel manifold assembly is below 4.75 psi.
The starter-generator is operating in the starter mode.
Fuel quantity in the left fuel tank is 25 gallons or less.
Fuel quantity in the right fuel tank is 25 gallons or less.
Standby alternator is supplying electrical power to the bus.

Table 4-1. ANNUNCIATOR PANEL (Cont)
ANNUNCIATOR CAUSE FOR ILLUMINATION
Indicates that metal chips have been detected in the accessory gearbox case of
the engine.
Indicates that metal chips have been detected in the reduction gearbox case of the
engine.
Electrical power is not available from the standby alternator.
Electrical power is being supplied to the engine ignition system.
Electrical power is being supplied to the windshield anti-ice power relay.

(not available on TKS equipped aircraft)
Pressure in the deice boot system has reached approximately 15 psig.

(not available on TKS equipped aircraft)
BATTERY The electrolyte temperature in the NiCad battery is at least 160°F.

OVERHEAT (Included only with NiCad battery-equipped aircraft.)
Indicates when the propeller blade angle has been reduced into the beta range.
BETA (Not required for US certification.)
GENERATOR Indicates that the temperature of the cooling air being exhausted from the starter-
generator exceeds 300°F. (Not required for US certification.)
OVERHEAT
BATTERY The electrolyte temperature in the NiCad battery is at least 140°F. (included only
HOT with NiCad equipped aircraft).
STDBY ALT The 75-amp alternator cooling air is at least 300°F (not required for US
OVRHT certification).
ENGINE
Engine Trend monitor has two annunciators. The white annunciator illuminates if an
engine limitation has been exceeded. The amber annunciator illuminates if the
event exceeds Pratt & Whitney time frames.
ETM (not available on TKS equipped aircraft)
The annunciator illuminates for aircraft equipped with boots when the prop heat
BELOW switch is in the AUTO position and the airspeed has been reduced to less than 110
ICING KIAS. For TKS equipped aircraft, the annunciator illuminates when the P/S
MIN SPD HEAT/LOW A/S AWARE switch is in the ON position and the airspeed has been
reduced to less then 97.5 +/- 2 knots.
The upper element ANTI-ICE ON illuminates when the primary switch is in either
ANTI-ICE ON NORM or HIGH. The amber CAUT element illuminates if there is high pressure in
the system or due to low fluid quantity. The red WARN element illuminates if a low
CAUT WARN pressure condition exists." (TKS equipped aircraft only)
4-4 FOR TRAINING PURPOSES ONLY RevisioO

QUESTIONS
1. Pressing the LAMP TEST switch:
A. Illuminates all green annunciators
B. Illuminates all red annunciators
C. Illuminates all annunciators
D. I l l u m i n a t e s a l l a n n u n c i a t o r s a n d
sounds the fuel-selector-off warning
horns
2. Placing the DAY–NIGHT switch in the

NIGHT position:
A. Dims all illuminated annunciator
lamps
B. Dims only the illuminated green an-
nunciator lamps
C. Dims only the illuminated red annun-
ciator lamps
D. Dims all illuminated green and some
amber annunciators

CHAPTER 5
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 5-1
GENERAL .............................................................................................................................. 5-1
DESCRIPTION ....................................................................................................................... 5-3
COMPONENTS ...................................................................................................................... 5-3
Drain Valves..................................................................................................................... 5-3
Fuel Boost Pumps............................................................................................................ 5-4
Fuel Filter......................................................................................................................... 5-4
FUEL TANK SELECTORS ............................................................................................ 5-4
Firewall Fuel Shutoff Valve ............................................................................................. 5-4
Auxiliary Boost Pump Switch......................................................................................... 5-5
FUEL SELECT OFF Annunciator .................................................................................. 5-5
Warning Horns................................................................................................................. 5-5
Fuel Filter Bypass Flag ................................................................................................... 5-5
Fuel Flow Indicator.......................................................................................................... 5-5
Fuel Quantity Indicator.................................................................................................... 5-5
FUEL LOW Annunciators ............................................................................................... 5-6
RESERVOIR FUEL LOW Annunciator .......................................................................... 5-6
FUEL PRESS LOW Annunciator.................................................................................... 5-6
AUX FUEL PUMP ON Annunciator .............................................................................. 5-7
OPERATION........................................................................................................................... 5-7

Preflight ........................................................................................................................... 5-7

LIMITATIONS ........................................................................................................................ 5-8
Fuel Quantity Indicators .................................................................................................. 5-8
Approved Fuel Grades (Specifications) .......................................................................... 5-8
EMERGENCY/ABNORMAL ................................................................................................ 5-9
Fuel System Malfunction/Inadvertent Fuel Flow Interruption ...................................... 5-9
QUESTIONS......................................................................................................................... 5-11
5-ii FOR TRAINING PURPOSES ONLY

ILLUSTRATIONS
Figure Title Page
5-1 Fuel System.............................................................................................................. 5-2
5-2 Fuel Filter Bypass Flag ............................................................................................ 5-3
5-3 Fuel Tank Selectors .................................................................................................. 5-4
5-4 Fuel Shutoff Valve.................................................................................................... 5-4
5-5 Auxiliary FUEL BOOST Pump Switch .................................................................. 5-5
5-6 Fuel Flow and Quantity Indicators .......................................................................... 5-6

CHAPTER 5
FUEL SYSTEM
INTRODUCTION
This chapter presents information on the fuel system of the Cessna Caravan I. A single
integral fuel tank in each wing stores fuel. The fuel distribution system provides fuel to
the engine from either or both tanks. Warnings and indicators are provided to the pilot
for safety.
GENERAL
The airplane fuel system includes two vented, f irewall shutoff valve, a fuel f ilter, an oil-to-
integral fuel tanks with shutoff valves, a fuel- fuel heater, an engine-driven fuel pump, a fuel
selector-off warning system, a fuel reservoir, control unit, a flow divider, dual manifolds, and
an ejector fuel pump, an electric auxiliary 14 fuel nozzle assemblies (Figure 5-1).
boost pump, a reservoir manifold assembly, a

5-2
FUEL
MANIFOLD
FLOW
DIVIDER/
FUEL CAN DUMP VALVE
AND DRAIN
VENT
FUEL FLOW
TRANSDUCER
FUEL
CONTROL
UNIT
ENGINE DRIVEN
FUEL PUMP
FUEL FILTER
BYPASS FUEL
INDICATOR HEATER
FUEL
FILTER
FIREWALL
FIREWALL
SHUTOFF
VALVE VENT
LEGEND
CONTROL/BIAS PRESSURE
VENT RESERVOIR P
MOTIVE FLOW PRESSURE MANIFOLD
ASSEMBLY
BOOST PUMP PRESSURE
BOOST PUMP
BYPASS/DRAIN FUEL MAIN EJECTOR
PUMP RESERVOIR
FUEL INSIDE TANK LOW-FUEL SENSOR
FUEL QUANTITY FUEL QUANTITY
TRANSMITTERS TRANSMITTERS

FUEL DRAIN
RESERVOIR
FUEL CAP FUEL CAP
SHUTOFF
VALVES
LEFT FUEL TANK RIGHT FUEL TANK
FUEL LOW FUEL LOW
SWITCH SWITCH
FUEL SWITCH
SHUTOFF
VENT WITH VALVES VENT WITH
FUEL DRAINS FUEL DRAINS
FLOAT VALVE FLOAT VALVE
AND PRESSURE AND PRESSURE
RELIEF VALVE RELIEF VALVE
Figure 5-1. Fuel 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 of the Pilot Operating
Handbook (POH) may further reduce
the amount of fuel available in flight.
DESCRIPTION
Fuel flows from the tanks through the two fuel
tank shutoff valves at each tank. Fuel flows by Figure 5-2. Fuel Filter Bypass Flag
gravity from the shutoff valves in each tank to
the fuel reservoir. The reservoir is at the low unit. The fuel control unit meters the fuel and
point in the fuel system, which maintains a directs it to the flow divider, which distrib-
head of fuel around the ejector boost pump and utes the fuel to the dual manifolds and 14 fuel
auxiliary boost pump contained within the nozzles in the combustion chamber.
reservoir. This head of fuel prevents pump
cavitation in low-fuel-quantity situations, es- Fuel rejected by the engine on shutdown, drains
pecially during in-flight maneuvering. Fuel in into a f ireproof fuel can on the front left side
the reservoir is pumped by the ejector boost of the f irewall.
pump or by the electric auxiliary boost pump
to the reservoir manifold assembly. The ejec- Fuel system venting is accomplished by check
tor boost pump, which is driven by motive valve-equipped vent lines, one from each fuel
fuel flow from the fuel control unit, normally tank, which protrude from the trailing edge of
provides fuel flow when the engine is operat- the wing at the wingtips. The fuel reservoir is
ing. In the event of failure of the ejector boost vented to both wing tanks. The fuel vent system
pump, the electric boost pump automatically must be operational because complete blockage
starts, thereby supplying fuel to the engine- results in decreased fuel flow and eventual en-
driven pump. The auxiliary boost pump is also gine stoppage.
used to supply fuel flow during starting. Fuel
in the reservoir manifold then flows through
a fuel shutoff valve on the aft side of the f ire-
wall. This shutoff valve enables the pilot to stop COMPONENTS
all fuel flow to the engine.
DRAIN VALVES
After passing through the shutoff valve, fuel
is routed through a fuel f ilter on the front side Drain valves are located on:
of the f irewall. If the fuel f ilter becomes • The lower surface of each wing at the in-
blocked with foreign material, the f ilter be- board end of the fuel tank
gins bypassing fuel, and a red f ilter bypass
flag on the top of the f ilter extends upward • On the left side of the cargo pod for pod-
(Figure 5-2). Fuel from the f ilter is then equipped aircraft
routed through the oil-to-fuel heater to the • On the underside of the fuselage if the
engine-driven fuel pump, where fuel is de- cargo pod is not installed.
livered under pressure to the fuel control

Optional outboard fuel tank drain valves may

also be installed.
The drain valves for the wing tanks are externally

flush-mounted, tool-operated poppet valves.
FUEL BOOST PUMPS

The Cessna Caravan I is equipped with an ejec-
tor boost pump and an auxiliary boost pump con-
tained within the fuel reservoir. The ejector boost
pump is used during normal engine operations. It
is driven by motive fuel flow from the fuel con-
trol unit and provides fuel flow while the engine
is operating. The auxiliary boost pump operates Figure 5-3. Fuel Tank Selectors
for engine starting and when fuel pressure drops
below 4.75 psi. It is controlled by the FUEL
BOOST switch.
FUEL FILTER
Raw fuel flowing to the powerplant goes through
a f ilter that removes contaminant particles.
These particles could cause engine stoppage.
The fuel f ilter has a bypass mechanism that
reroutes fuel around the filter if the filter be-
comes clogged.
CONTROLS AND
INDICATIONS
FUEL TANK SELECTORS
Left and right FUEL TANK SELECTORS are
on the overhead panel and each has ON and OFF
positions (Figure 5-3).
Each selector mechanically controls the posi-
tion of two fuel tank shutoff valves at each
wing tank.
FIREWALL FUEL SHUTOFF

VALVE
The manual firewall fuel shutoff valve is con-
trolled by a red FUEL SHUTOFF PULL OFF
push-pull knob on the right side of the pedestal
(Figure 5-4). The knob has a press-to-release but-
ton in the center that locks the knob in position Figure 5-4. Fuel Shutoff Valve
when the button is released.

AUXILIARY BOOST PUMP FUEL SELECT OFF

SWITCH ANNUNCIATOR
The auxiliary boost pump switch is on the The red FUEL SELECT OFF annunciator is on
left sidewall switch and CB panel and is la- the annunciator panel. This warning annuncia-
beled FUEL BOOST (Figure 5-5). The switch tor alerts the crew that one or both FUEL TANK
has three positions: OFF, NORM, and ON. SELECTORS is in the OFF position. The annun-
When the switch is in the OFF position, the ciator is powered from the ANN PANEL circuit
auxiliary fuel boost pump is inoperative. breaker. Warning functions are described in the
Emergency/Abnormal section of this chapter.
WARNING HORNS
Warning horns sound if one (or both) FUEL
TANK SELECTORS control is in the OFF po-
sition. The aural warning system is powered
through the START CONT circuit breaker and
has its own nonpullable FUEL SEL WARN
circuit breaker.
FUEL FILTER BYPASS FLAG

The fuel f ilter has a red f ilter bypass flag
on the top of the f ilter. The extended red
flag is an indication that the fuel f ilter is
clogged and that raw fuel is entering the
power plant. The flag remains up until reset
by a maintenance technician. It must not be
reset by the pilot.
Figure 5-5. Auxiliary FUEL BOOST
Pump Switch
FUEL FLOW INDICATOR
A fuel flow indicator at the top of the instru-
When the switch is in the NORM position, ment panel indicates the fuel consumption of
the pump is armed and operates when fuel the engine in pounds per hour based on Jet A
pressure in the fuel manifold assembly drops fuel (Figure 5-6). The indicator measures the
below 4.75 psi. This switch position is used for flow of fuel downstream of the fuel control unit
all normal engine operations in which main just before being routed into the flow divider.
fuel is provided by the ejector boost pump and When power is removed from the indicator, the
the auxiliary boost pump is used as a standby. needle stows below zero in the OFF band. The
fuel flow indicator receives power from a
When the switch is placed in the ON position, FUEL FLOW circuit breaker on the CB panel.
the auxiliary boost pump operates continu-
ously. This position is used for engine start and
any other time the AUX FUEL PUMP ON an-
FUEL QUANTITY INDICATOR
nunciator indicates the auxiliary boost pump Fuel quantity is measured by eight fuel quan-
is cycling on and off while the switch is in the tity transmitters (four in each tank) and in-
NORM position. dicated by two electrically operated fuel
quantity indicators on the upper portion of

the instrument panel (Figure 5-6). The fuel

quantity indicators, which measure volume, WARNING
are calibrated in pounds (based on the weight
of Jet A fuel on a standard day) and gallons. Because of the relatively long fuel
An empty tank is indicated by a red line and tanks, fuel quantity indicator accu-
the letter E. When an indicator shows an racy is affected by uncoordinated
empty tank, approximately 2.8 gallons remain flight or a sloping ramp if reading the
in the tank as unusable fuel. The fuel quan- indicators while on the g round.
tity indicators receive power from pull-off Therefore, to obtain accurate fuel
LEFT FUEL QTY and RIGHT FUEL QTY quantity readings, verify the airplane
circuit breakers on the left sidewall switch is parked in a laterally level condi-
and CB panel. tion, or if in flight, make sure the
airplane is in a coordinated and sta-
bilized condition.
FUEL LOW ANNUNCIATORS

Two amber FUEL LOW annunciators, one for
each wing tank, are on the annunciator panel.
Each annunciator illuminates when the fuel in the
respective tank is 25 gallons or less.
FUEL QUANTITY INDICATOR

RESERVOIR FUEL LOW
ANNUNCIATOR
A red RESERVOIR FUEL LOW warning annun-
ciator is on the annunciator panel. It illuminates
when the level of the fuel in the reservoir drops
to approximately one-half full.
WARNING
There is only enough fuel in the
reservoir for approximately 1-1/2
FUEL FLOW INDICATOR minutes of engine operation at max-
imum continuous power after illumi-
nation of the RESERVOIR FUEL
LOW annunciator.
FUEL PRESS LOW

ANNUNCIATOR
An amber FUEL PRESS LOW annunciator is
Figure 5-6. Fuel Flow and Quantity on the annunciator panel. It illuminates when
Indicators fuel pressure in the reservoir fuel manifold as-
sembly is below 4.75 psi.

AUX FUEL PUMP ON tom left side of the cowling enables the pilot to
ANNUNCIATOR drain the contents of the fuel can into a suitable
container. If it is not drained regularly, the can over-
An amber AUX FUEL PUMP ON annunciator flows its contents overboard.
is on the annunciator panel. It illuminates when
the auxiliary boost pump is operating, such as
when the auxiliary boost pump switch is placed Fuel Drains
in the ON position or when the auxiliary boost Before each flight and after each refueling, use
pump switch is in the NORM position and fuel a clear sampler and drain fuel from the in-
pressure in the fuel manifold assembly drops board fuel tank sump quick-drain valves, fuel
below 4.75 psi. reservoir quick-drain valve, and fuel f ilter
quick-drain valve. This determines if contam-
inants are present and that the airplane has been
OPERATION fueled with the proper fuel.
PREFLIGHT The wing tank drain valves are constructed so

that the Phillips screwdriver on the fuel sampler,
Fuel Selectors which is provided, can be used to depress the
valve. On pod-equipped aircraft the drain valve
By manipulating the fuel selectors, the pilot for the reservoir is controlled by a double-but-
can select either left or right fuel tanks or both ton, push-pull drain control knob. When pulled
at the same time. Normal operation is with out, fuel from the reservoir drains out the rear
both tanks on. fuel drain pipe adjacent to the drain valve. On
aircraft without the optional pod installed, the
When a selector is moved to the OFF position, fuel drain valve for the reservoir includes a flush-
from the respective wing tank to the reservoir mounted poppet valve, which can be depressed
tank is stopped. Normal fuel management is with and then turned to lock the valve open if re-
both fuel selectors in the ON position. quired.
With the FUEL TANK SELECTORS in the

OFF position, it is possible to start, taxi, and The ball on the turn-and-bank indicator shows
even take off before fuel in the reservoir tank if the airplane is parked with one wing low. If
is exhausted. Additionally, at high power set- the airplane is equipped with optional out-
tings fuel flow from only one wing tank is inboard fuel tank sump quick-drain valves, drain-
suff icient to maintain a full level in the ing of the outboard valve on the low wing is
reservoir tank. recommended.
Before refueling or when the airplane is parked If contamination is detected, drain all fuel
on a slope, move one or both fuel selectors to the drain points again. Take repeated samples
OFF position. If only one tank is turned off when from all fuel drain points again. Take repeated
parked on a slope, select the higher wing tank to samples from all fuel drain points until all
the OFF position. This prevents crossfeeding be- contamination has been removed. If, after re-
tween tanks and reduces the tendency for fuel to peating sampling, evidence of contamination
seep from the wing tank vents. still exists, drain the fuel tanks completely
and clean the fuel system. Do not fly the air-
Fireproof Fuel Can plane with contaminated or unapproved fuel.
Drain the fireproof fuel can once a day during pre-
flight inspection, or at an interval not to exceed
six engine shutdowns. A drain valve on the bot-

WARNING APPROVED FUEL GRADES

(SPECIFICATIONS)
JP-4 and other naphtha-based fuels Refer to Table 5-2 for a approved fuel grades.
c a n c a u s e s eve r e s k i n a n d eye
irritation.
Aviation Fuel
LIMITATIONS All Grades of Military and
Commercial Aviation Gasoline
FUEL QUANTITY INDICATIORS Aviation gasoline is restricted to emergency
use. Do not use it for more than 150 hours in
Red line (minimum)...................................... E one overhaul period. A mixture of one part
(2.8 gallons unusable each tank) 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.
Table 5-1. FUEL CAPACITIES
SNs 208B0090 & ON OR

SNs 208B001–0089 MODIFIED WITH SK208-52
TOTAL CAPACITY 335 U.S. GALLONS 335.6 U.S. GALLONS
TOTAL CAPACITY EACH TANK 167.5 U.S. GALLONS 167.8 U.S. GALLONS
TOTAL USABLE 332 U.S. GALLONS 332 U.S. GALLONS
Table 5-2. APPROVED FUEL GRADES
MINIMUM FUEL TEMPERATURE

FUEL GRADE SPECIFICATIONS
FOR TAKEOFF
JET A ASTM-D1655 –35° C
JET A-1 ASTM-D1655 –40° C
JET B ASTM-D1655 –45° C
JP-1 MIL-L-5616 –35° C
JP-4 MIL-T-5624 –54° C
JP-5 MIL-T-5624 –40° C
JP-8 MIL-T-83133A –40° C
AVIATION GASOLINE (ALL GRADES) –54° C

Approved Fuel Additives Due to possible fuel starvation, maximum full

rudder sideslip duration time is 3 minutes.
Fuel must contain anti-icing fuel additive in
compliance with MIL-I-27686 (EGME), or Maximum fuel imbalance in flight is 200
MIL-I-85470 (DIEGME). pounds.
CAUTION
JP-4 and JP-5 fuel per MIL-T-5624 EMERGENCY/
and JP-8 fuel per MIL-T-83133A con-
tain the correct premixed quantity of
ABNORMAL
an approved type of anti-icing fuel The fuel-selector off warning system func-
additive. Do not add additional anti- tions as follows (with battery on):
ice compounds.
• If both the left and right fuel tank shut-
off valves are closed, the red FUEL SE-
If additional antistatic protection is desired, LECT OFF annunciator illuminates and
Dupont Stadis 450 additive is approved for use. one of the fuel-selector-off warning
horns is activated.
If additional biocidal protection is desired,
the following additives are permitted for use • If either the left or right fuel tank shut-
in certain conditions: Sohio Biobor JF or off valves are closed during an engine
Kathon FP1.5. start operation (STARTER switch in the
START or MOTOR position), the red
Refer to Section 8 of the POH for allowable FUEL SELECT OFF annunciator illumi-
nates and both fuel-select-off warning
concentrations of the above additives and ad- horns are activated.
ditional information.
• With one fuel selector at OFF and fuel
remaining in the tank being used is less
Fuel Capacity than approximately 25 gallons, the
FUEL SELECT OFF annunciator illumi-
See Table 5-1 for fuel capacities. nates and one of the fuel-selector-off
warning horns is activated.
NOTE
If the FUEL SEL WARN circuit breaker has
To achieve full capacity, f ill the fuel tripped or the START CONT circuit breaker
tank to the top of the f iller neck. has been pulled, the FUEL SELECT OFF an-
Filling fuel tanks to the bottom of the nunciator illuminates but no warning horns are
fuel f iller collar (level with flapper activated even with both fuel selectors in the
valve) allows space for thermal ex- ON position. This is a warning to the pilot
pansion and results in a decrease in that the fuel selector warning system has been
fuel capacity of 4 gallons per side (8 deactivated.
gallons total).
FUEL SYSTEM
Fuel Limitations
MALFUNCTION/INADVERTENT
With low fuel reser ves (FUEL LOW an- FUEL FLOW INTERRUPTION
nunciator[s] illuminated), continuous un-
coordinated flight with the tur n-and-bank If the main ejector pump malfunctions, a
“ball” more than one-quar ter ball out of pressure switch activates the amber FUEL
the center position is prohibited. Unusable PRESS LOW annunciator and turns on the
fuel quantity increases when more severe auxiliar y boost pump (when the FUEL
sideslip is maintained. BOOST switch is in the NORM position).

This occurs anytime the fuel pressure drops

below approximately 4.75 psi.
If the level of fuel in the reservoir drops to ap-

proximately one-half full, the red RESER-
VOIR FUEL LOW annunciator illuminates.
If this occurs, the pilot must immediately ver-
ify that both fuel tank selectors in the overhead
panel are in the ON position 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 max-
imum continuous power after illumi-
nation of the RESERVOIR FUEL
LOW annunciator.
If the FUEL TANK SELECTORS have been

left in the OFF position, turning them to the
ON position quickly f ills the reservoir and
extinguishes the RESERVOIR FUEL LOW
annunciator. Once the cause of the annuncia-
tion condition has been determined and cor-
rected, the IGNITION and FUEL BOOST
pump switches can be returned to their NORM
positions.

QUESTIONS
1. Fuel flows from the wing tanks to the 6. The fuel-selector-off warning system
reservoir tank by: sounds when:
A. Auxiliary fuel boost pump pressure A. Both left and right fuel tank shutoff
B. Ejector pump pressure valves are closed.
C. Gravity B. Either the left or right fuel tank shut-
D. Fuel control unit pressure off valves are closed during an en-
gine start operation.
2. Fuel is pumped from the reservoir tank C. One fuel selector is at OFF and fuel
primarily by the: remaining in the tank being used is
less than approximately 25 gallons.
A. Main ejector pump
D. All of the above.
B. Auxiliary boost pump
C. Engine-driven fuel pump
D. Fuel control unit 7. The auxiliary fuel boost pump switch:
A. Is placed in the NORM position dur-
ing all normal engine operations
3. If the fuel f ilter becomes blocked:
B. Is placed in the OFF position except
A. Fuel starvation occurs and the engine in emergency fuel situations
stops. C. Should be placed in the ON position
B. An instrument panel annunciator illu- at all times to prevent fuel starvation
minates. D. Is placed in the OFF position during
C. The red fuel filter bypass flag pops up. all normal engine operations
D. The fuel f ilter bypass horn sounds.
4. Fuel rejected during the engine shutdown:

A. Drains onto the g round from the
manifold
B. Drains into a f ireproof fuel can on
the f irewall
C. Drains into the reservoir tank
D. Is pumped into the left wing tank
5. The two FUEL TANK SELECTORS lo-

cated on the overhead panel:
A. Are both normally ON in flight
B. A r e b o t h n o r m a l ly O F F d u r i n g
refueling
C. A r e t u r n e d O F F d u r i n g g r o u n d
operations
D. Both A and B

The information normally contained in this chapter is
not applicable to this particular aircraft.
CHAPTER 7
POWERPLANT
CONTENTS
Page
INTRODUCTION................................................................................................................... 7-1
GENERAL .............................................................................................................................. 7-1
MAJOR SECTIONS ............................................................................................................... 7-2
Reduction Gear................................................................................................................ 7-2
Exhaust ............................................................................................................................ 7-2
Turbine............................................................................................................................. 7-2
Combustor ....................................................................................................................... 7-2
Compressor...................................................................................................................... 7-2
Air Intake......................................................................................................................... 7-2
Accessory Drive .............................................................................................................. 7-2
ENGINE SYSTEMS ............................................................................................................... 7-2
Engine Lubrication System ............................................................................................. 7-2
Ignition System................................................................................................................ 7-6
Air Induction System....................................................................................................... 7-6
Engine Fuel System......................................................................................................... 7-8
Starting System................................................................................................................ 7-8
Engine Fire Detection System....................................................................................... 7-11
COMPONENTS ................................................................................................................... 7-11
Chip Detectors............................................................................................................... 7-11
Propeller ........................................................................................................................ 7-11
CONTROLS AND INDICATIONS...................................................................................... 7-13

Engine Controls............................................................................................................. 7-13

Quadrant Friction Lock ................................................................................................. 7-15
Engine Instruments........................................................................................................ 7-15
Overspeed Governor Test Switch .................................................................................. 7-17
Altair Avionics ADAS+ Engine Trend Monitoring System .......................................... 7-17
OPERATION ........................................................................................................................ 7-20
New Engine Break-in and Operation ............................................................................ 7-20
Engine Ignition Procedures ........................................................................................... 7-20
Engine Shutdown .......................................................................................................... 7-20
LIMITATIONS...................................................................................................................... 7-20
Engine............................................................................................................................ 7-20
Propeller ........................................................................................................................ 7-23
Oil.................................................................................................................................. 7-23
Placards ......................................................................................................................... 7-24
EMERGENCY/ ABNORMAL............................................................................................. 7-24
Hot Starts....................................................................................................................... 7-24
Engine Failure During Takeoff Roll.............................................................................. 7-25
Engine Failure Immediately after Takeoff..................................................................... 7-25
Engine Failure During Flight ........................................................................................ 7-26
Engine Flameout During Flight .................................................................................... 7-26
Airstart—Starter Assist (Preferred Procedure) ............................................................. 7-26
Airstart—No Starter Assist ........................................................................................... 7-26
QUESTIONS ........................................................................................................................ 7-28

ILLUSTRATIONS
Figure Title Page
7-1 Major Sections ......................................................................................................... 7-3
7-2 Oil System Schematic .............................................................................................. 7-4
7-3 Oil Dipstick/Filler Cap............................................................................................. 7-5
7-4 Oil Dipstick Markings ............................................................................................. 7-5
7-5 IGNITION and STARTER Switches ....................................................................... 7-6
7-6 Inertial Separator and T-Handle ............................................................................... 7-7
7-7 Oil-to-Fuel Heater .................................................................................................... 7-9
7-8 Engine Fuel System ............................................................................................... 7-10
7-9 FIRE DETECT TEST Switch................................................................................ 7-11
7-10 Propeller System (Cruise)...................................................................................... 7-12
7-11 Engine Controls ..................................................................................................... 7-13
7-12 Engine Instruments ................................................................................................ 7-16
7-13 OVERSPEED GOVERNOR Switch ..................................................................... 7-17
7-14 Gas Flow ................................................................................................................ 7-20

CHAPTER 7
POWERPLANT
INTRODUCTION
This chapter describes the powerplant on the Cessna Caravan I. The following associated
powerplant monitoring and operating systems are discussed: lubrication, ignition, air in-
duction, fuel, starting, propeller, engine controls, and engine instruments.
GENERAL
The Caravan I is powered by a Pratt and box at the rear of the engine. These are driven
Whitney of Canada PT6A-114 or PT6A-114A by the compressor turbine with a coupling shaft
powerplant. It is a free-turbine engine that that extends the drive through a conical tube in
utilizes two independent turbines: one driving the oil tank center section.
a compressor in the gas generator section and
the second driving a reduction gearing for the The major portion of the engine oil supply is
propeller. It is rated at 600 and 675 shaft horse- contained in an integral tank that forms part
power respectively. of the compressor inlet case. The tank has a
capacity of 9.5 U.S. quarts and has a dipstick
All engine-driven accessories, with the excep- and drain plug. Total capacity of the oil sys-
tion of the propeller tachometer-generator and tem, including tank, engine sumps, lines, and
propeller governors, are on the accessory gear- f ilter, is 14 U.S. quarts.

MAJOR SECTIONS The power turbine is on a shaft that extends for-

ward to drive the reduction gear.
For descriptive purposes the PT6A is divided
into seven major sections (Figure 7-1) from The gas generator turbine is on a shaft that ex-
front to rear, as follows: tends aft to drive the compressor and to drive
the accessory gear.
• Reduction gear
• Exhaust COMBUSTOR
• Turbine The combustor section includes a plenum and a
• Combustor reverse-flow combustion chamber. Two igniter
plugs are in the combustion chamber, in addition
• Compressor to 14 equally spaced fuel nozzles.
• Air intake
• Accessory drive COMPRESSOR
The compressor section has four stages (three
REDUCTION GEAR axial compressor wheels and one centrifugal
wheel). All are rigidly mounted on a rotor shaft
The reduction gear, enclosed in a case forming common with the gas generator turbine and ex-
the front of the engine, is a two-stage planetary tending aft to drive the accessory gear.
gear. The planetary gear reduces the high
rpm/low torque of the power turbine to the low
rpm/high torque required by the propeller. In ad- AIR INTAKE
dition, the planetary gear drives the propeller tach
generator, the propeller governor, and the pro- The air intake section is circumferential and
peller overspeed governor. A conventional aft of the compressor. The intake plenum turns
torquemeter in the reduction gearcase provides the air 180° to flow forward to the compres-
cockpit indication of the power delivered to the sor. A circular screen surrounds the engine
propeller. inlet area. Airflow is directed to the engine air
intake from the nacelle ram-air inlet scoop on
the nacelle.
EXHAUST
The exhaust section (aft of the reduction gear) ACCESSORY DRIVE
includes an annular exit plenum, a heat-re-
sistant cone, and an exhaust port at the 4 o’- The accessory drive section forms the aft part
clock position on the engine. of the engine and contains the reduction gear
for the engine-driven accessories.
TURBINE
The turbine section includes a single-stage ENGINE SYSTEMS
power turbine and a single-stage gas genera-
tor turbine. These are sometimes called the ENGINE LUBRICATION
“propeller turbine” and the “compressor tur-
bine” respectively. SYSTEM
The lubrication system includes a pressure
The turbines are housed within the inner di- system, a scavenge system, and a breather sys-
ameter of the combustor, contributing to the tem (Figure 7-2). The main components of the
short length of the PT6A engine. lubrication system include:

Figure 7-1. Major Sections

7-4
120
LEGEND
140 OIL PRESS
OIL 110 LOW SUPPLY OIL
85
55
PSI °C 10 SCAVANGE OIL
40 -40 SUMP OIL
0
DRAIN OIL
BREATHER OIL
TO PROPELLER
INTEGRAL OIL TANK

CAPACITY 9.5 QUARTS
OIL FILTER
AND CHECK
VALVE

CHIP
CHIP DETECTOR
DETECTOR
Figure 7-2. Oil System Schematic

• Integral oil tank at the back of the engine

• Oil pressure pump at the bottom of the OIL TANK
oil tank FILLER CAP
• I n t e r n a l d o u bl e - e l e m e n t s c av e n g e
pump inside the accessory gear box
• External double-element scavenge pump
on the back of the accessory case
MAX. HOT
• Oil-to-fuel heater on the top rear of
the accessory case DIPSTICK
• Oil f ilter internally on the right side of
the oil tank
• Oil cooler on the right side of the nose
cowl
MAX. COLD°
A large-capacity oil cooler is in modified early
airplanes and all later airplanes to replace the
standard capacity oil cooler and increase the hot-
day outside air temperature limits for flight op-
erations. The large oil cooler has 25% more airflow IMPERIAL LITERS
area than the standard cooler. QUARTS
1
0.833 0.95
An oil dipstick/filler cap is at the rear of the en-
gine on the left side and is accessible when the
left side of the upper cowling is raised (Figure
7-3). The oil tank capacity is 9.5 U.S. quarts, and
total system capacity is 14 U.S. quarts. The top
2
1.66 1.90
5 quarts are measured by the dipstick (Figure
7-4). The oil level should be maintained to
within 1 ½ quarts of MAX HOT or MAX COLD
as appropriate.
3
2.49 2.85
5 US QUARTS 4
3.32 3.80
4.15 4.75
Figure 7-4. Oil Dipstick Markings
Figure 7-3. Oil Dipstick/Filler Cap

NOTE during airstarts with starter assist. The ON

position provides continuous ignition regard-
To obtain an accurate oil level read- less of the position of the STARTER switch.
ing, check the oil level either within The position is used for:
10 minutes after engine shutdown
while the oil is hot (MAX HOT mark- • Airstarts without starter assist
ing) or prior to the f irst flight of the • Operation on water-covered runways
d ay wh i l e t h e o i l i s c o l d ( M A X
COLD marking). If engine oil is still • Flight during heavy precipitation
warm 10 minutes after engine shut- • Inadvertent icing encounters until the
down, perform an engine dry mo- inertial separator has been in bypass for
toring run before checking the oil 5 minutes
level.
• Operations using the emergency power
lever
IGNITION SYSTEM • Near fuel exhaustion as indicated by il-
Engine ignition is provided by two igniters in lumination of the RESERVOIR FUEL
the engine combustion chamber. The igniters are LOW annunciator
energized by the ignition exciter on the engine
mount on the right side of the engine compart- A green IGNITION ON annunciator on the
ment. Electrical energy from the ignition exciter annunciator panel illuminates when electrical
is transmitted through two high-tension leads to power is being applied to the igniters. The ig-
the igniters in the engine. The ignition system nition system is protected by an IGN circuit
is normally energized only during engine start. breaker on the CB panel.
Ignition is controlled by an IGNITION switch AIR INDUCTION SYSTEM

and a STARTER switch on the left sidewall
switch panel (Figure 7-5). The IGNITION The engine air inlet is at the front of the en-
switch has two positions: ON and NORM. The gine nacelle to the left of the propeller spin-
NORM position arms the ignition system so ner. Ram air entering the inlet flows through
ignition initiates when the STARTER switch ducting and an inertial separator system, and
is placed in the START position. Use the then enters the engine through a circulator
NORM position during all ground starts and plenum chamber where it is directed to the
compressor by guide vanes. The compres-
sor inlet incorporates a screen that prevents
entry of large articles but does not f ilter the
inlet air.
Inertial Separator System

An inertial separator system in the engine air
inlet duct prevents moisture particles from
entering the compressor air inlet plenum when
in bypass mode. The inertial separator in-
cludes two movable vanes and a f ixed airfoil,
which during normal operation route the inlet
air through a gentle turn into the compressor
air inlet plenum (Figure 7-6). When separation
of moisture particles is desired, the vanes are
Figure 7-5. IGNITION and STARTER positioned so the inlet air is forced to execute
Switches a sharp turn in order to enter the inlet plenum.

NORMAL
BYPASS
Figure 7-6. Inertial Separator and T-Handle
This sharp turn causes any moisture particles forward slightly and rotate the handle 90°
to separate from the inlet air and discharge counterclockwise. Pull the handle into the
overboard through the inertial separator out- BYPASS position. Once moved to the BY-
let in the left side of the cowling. PASS position, airloads on the movable vanes
hold them in position.
Inertial separator operation is controlled by the
BYPASS-PULL and NORMAL-PUSH T-han-
dle on the lower instrument panel (Figure 7-
NOTE
6). Use the BYPASS position when flying When moving the inertial separator
through visible moisture such as clouds, rain, control from the BYPASS to the
snow, and ice-crystals with an outside air tem- NORMAL position during flight, re-
perature of 5°C or less. Use also for ground duction of engine power reduces the
operations or takeoffs from dusty or sandy control forces. Avoid allowing sep-
f ield conditions to minimize ingestion of for- arator vanes to slam from one posi-
eign particles into the compressor. Use the tion to the other under the force of
NORMAL position for all other operations. the airloads. Maintain a f irm grip
on the T-handle when operating the
inertial separator.
The T-handle locks in the NORMAL position
by rotating the handle clockwise one quarter
turn to its vertical position. To unlock, push

ENGINE FUEL SYSTEM STARTING SYSTEM

The engine fuel system includes: The starting system includes a starter-genera-
tor, a STARTER switch, and starter annuncia-
• Oil-to-fuel heater tor. The starter-generator functions as a motor
• Engine-driven fuel pump for engine starting and motors the gas genera-
tor section until a speed of 46% Ng is reached,
• Fuel control unit at which time the start cycle is automatically ter-
• Flow divider and dump valve minated by a speed-sensing switch in the starter-
generator.
• Dual fuel manifold with 14 simplex
nozzles The starter-generator is controlled by a three-po-
• Two fuel drain lines sition STARTER switch on the left sidewall
switch panel (see Figure 7-5). The switch has
The system provides fuel flow to satisfy the OFF, START, and MOTOR positions.
speed and power demands of the engine. Fuel
from the airplane reservoir is delivered to the The OFF position deenergizes the ignition and
oil-to-fuel heater (Figure 7-7), which is essen- starter circuits and is the normal position at all
tially a heat exchanger that utilizes heat from times except during engine start.
the engine lubricating oil system to preheat the
fuel in the fuel system (Figure 7-8). A fuel tem- The START position energizes the starter-
perature-sensing oil bypass valve regulates generator, which rotates the gas generator por-
the fuel temperature by allowing oil either to tion of the engine for starting. The START
flow through the heater circuit or to bypass it position also energizes the ignition system
to the engine oil tank. provided the IGNITION switch is in the
NORM position. When the engine has started,
Fuel from the oil-to-fuel heater then enters the en- the starter switch must be manually placed in
gine-driven fuel pump chamber. The pump is on the OFF position to deenergize the ignition sys-
the accessory gearbox at the 2 o’clock position and tem and activate the generator system.
incorporates both an inlet screen and an outlet
filter, both of which are spring-loaded to allow by- The MOTOR position motors the engine
pass in the event of blockage. without having the ignition circuit energized
and is used for motoring the engine when an
The fuel control unit includes: engine start is not desired. This is used for
clearing fuel from the engine, washing the
• Fuel metering section engine compressor, etc. The MOTOR posi-
• Temperature-compensating section tion is spring-loaded back to the OFF posi-
tion. Also, an interlock between the MOTOR
• Gas generator pneumatic governor
position of the STARTER switch and the
IGNITION switch prevents the starter from
The fuel control unit determines the proper fuel
motoring unless the IGNITION switch is in
schedule to provide the power required as es-
the NORM position. This prevents uninten-
tablished by the power lever input. This is ac-
tional motoring of the engine with the igni-
complished by controlling the speed of the
tion on.
compressor turbine.
Starter contactor operation is indicated by an
When the fuel cutoff valve in the fuel control unit
amber STARTER ENERGIZED annunciator
closes during engine shutdown, both primary and
on the annunciator panel.
secondary manifolds are connected to a dump
valve port. Residual fuel in the manifolds is allowed
to drain into the fuel can attached to the firewall,
where it is drained daily.

FUEL INLET
FUEL
OUTLET
THERMAL ELEMENT
OIL INLET OIL OUTLET
PUSHROD
OPEN
SLEEVE VALVE

FUEL
OUTLET
LEGEND
WARMED FUEL
ENGINE OIL
COLD FUEL
OIL INLET OIL OUTLET
OPEN
Figure 7-7. Oil-to-Fuel Heater
7-9
7-10
ENGINE FUEL SYSTEM BLOCK DIAGRAM
FLOW DIVIDER
&
DUMP VALVE
TO FLOW
FUEL DIVIDER
FUEL
CONTROL UNIT
FUEL
SHUTOFF
PX A IR P Y A IR FUEL VALVE
MOTIVE FLOW
RETURN TO
FUEL RESERVOIR
ENGINE-DRIVEN TANK
Ng GOVERNOR FUEL PUMP METERING
VALVE
TO
Nf GOV.
FUEL
FUEL MOTIVE FLOW

GOV.

HEATER RETURN TO
P 3 A IR BELLOWS
RESERVOIR
TANK
ACCEL.
BELLOWS
(EVACUATED)
TO
LEGEND EMERGENCY
POWER LEVER Px Py
HIGH PRESSURE FUEL
METERED FUEL FROM
MOTIVE FLOW RETURN FUEL Ng
PX AIR GOVERNOR
PY AIR FUEL SUPPLY
(FROM FUEL PUMP)
Figure 7-8. Engine Fuel System

ENGINE FIRE DETECTION PROPELLER

SYSTEM The airplane is equipped with an all metal or
The engine f ire detection system includes a composite-material, three-bladed, constant-
heat sensor in the engine compartment, an EN- speed, full-feathering, reversible, single-act-
GINE FIRE annunciator, and warning horn ing, governor-regulated propeller. A setting
above the pilot. A FIRE DETECT TEST switch introduced into the governor with the pro-
is adjacent to the annunciator panel (Figure 7- peller control lever establishes the propeller
9). When depressed, the ENGINE FIRE annun- speed (Figure 7-10).
ciator illuminates and the warning horn sounds,
indicating the fire warning circuitry is opera- To feather the propeller blades, the propeller
tional. The system is protected by a FIRE DET control lever on the control pedestal is placed
circuit breaker on the CB panel. in the FEATHER position. Counterweights
and spring tension twist the propeller blades
through high pitch and into the streamlined or
feathered position. Unfeather the propeller
by positioning the propeller control lever for-
ward of the FEATHER gate. The unfeathering
system uses engine oil pressure to force the
propeller out of feather.
Reversed propeller pitch decreases landing

ground roll. To accomplish reverse pitch, the
power lever is retarded beyond IDLE and well
into the BETA range. Maximum reverse power
is accomplished by retarding the power lever
Figure 7-9. FIRE DETECT TEST Switch to the MAX REVERSE position, which in-
creases power output from the gas generator
as well as positions the propeller blades at
full reverse pitch.
COMPONENTS
CAUTION
CHIP DETECTORS The propeller reversing linkage can
Two chip detectors are on the engine: one on the be damaged if the power lever is
underside of the reduction gearbox case and one moved aft of the IDLE position when
on the underside of the accessory gearbox case. the propeller is feathered.
The chip detectors are electrically connected to
a CHIP DETECTOR annunciator. This annun-
ciator is a split indicator. If either side of the
Propeller Governor
light illuminates, this indicates metal chips are The propeller governor includes a mechanical
present in that corresponding location and also governor, a beta control valve, and a pneu-
indicates a need for inspection of the engine for matic N f governor. The propeller governor op-
abnormal wear. The right half of the annunci- erates in the following f ive modes:
ator is the indicator for the propeller gear re- • Underspeed
duction section of the engine and the left half
of the annunciator is the indicator for the ac- • Onspeed
cessory section of the engine. • Overspeed
• Feathering
• Beta range

7-12
REVERSING CAM
NORMAL
GOVERNOR
FUEL CONTROL UNIT
Py AIR
AIR BLEED LINK
PILOT VALVE BETA VALVE

PROPELLER
OVERSPEED TO FROM
GOVERNOR SUMP SUMP

TEST
SOLENOID
VALVE
TO SUMP
LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
INLET AIR
Figure 7-10. Propeller System (Cruise)

Underspeed Feathering
With the propeller control lever set at the desired The propeller governor pilot valve is raised me-
rpm, an underspeed condition occurs when the chanically to decrease the oil pressure at the
propeller rpm falls below the preselected set- propeller. Under the influence of the return
ting or has not reached the selected speed. springs and counterweights, the blades are ro-
tated to the feathered position.
Onspeed
In an onspeed condition in forward thrust, the Beta Range
forces acting on the engine, propeller, and This mode of operation is nongoverning. Oil
propeller governor are in a state of balance. pressure to and from the governor is metered
With the propeller control lever set to the de- by the Beta control valve through a mechani-
sired rpm, the propeller blades are at the cor- cal lever and a feedback ring.
rect pitch angle to absorb the power being
developed by the engine.
Overspeed
CONTROLS AND
With the propeller control lever at the desired
INDICATIONS
r pm, an overspeed condition occurs when
the propeller rpm is driven above the prese- ENGINE CONTROLS
lected speed. This occurs during changes of
flight altitude, during sudden power lever The engine is operated by four separate con-
changes, or because of rapid changes in at- trols consisting of a power lever, emergency
mospheric condition. power lever, propeller control lever, and fuel
condition lever (Figure 7-11). The power and
fuel condition levers function as engine con-
trols while the propeller control lever con-
trols propeller speed and feathering.
PROPELLER
POWER CONTROLLER
LEVER ARM
FUEL CONDITION
LEVER
QUADRANT
FRICTION LOCK
EMERGENCY POWER LEVER
Figure 7-11. Engine Controls

Power Lever lever be moved to the left to clear the stop be-
fore it is moved from the NORMAL (full aft)
The power lever is connected through linkage position to the IDLE position. Operation of the
to a cam assembly in front of the fuel control emergency power lever is prohibited with the
unit at the rear of the engine. The power lever primary power lever out of the idle position.
controls engine power, via pneumatic control
of the metering valve, through the full range
from maximum takeoff power back through NOTE
idle to full reverse. The lever also selects pro- Later SNs and earlier SNs incorporating
peller pitch when in the BETA range. The the appropriate service kit have a cop-
power lever has MAX, IDLE, BETA, and RE- per “witness wire” that indicates when
VERSE range positions. The range from the the emergency power lever has been
MAX position through IDLE enables the pilot moved from the NORMAL position.
to select the desired power output from the en- Also, the emergency power lever is an-
gine. The BETA range enables the pilot to nunciated on the annunciator panel
control propeller blade pitch from idle thrust whenever it is unstowed from the NOR-
back through a zero or no-thrust condition to MAL position. These precautions are
maximum reverse thrust. intended to preclude starting of the en-
gine with the emergency power lever in-
advertently placed in any position other
CAUTION than NORMAL, which may result in a
hot start or overtemperature condition.
The propeller reversing linkage can
be damaged if the power lever is
moved aft of the IDLE position when CAUTION
the propeller is feathered or the en-
gine is not running. The emergency power lever and its
associated manual override system is
considered to be an emergency system
Emergency Power Lever and should be used only in the event
of a fuel control unit malfunction.
The emergency power lever is connected
through linkage to the mechanical override
lever on the fuel control unit and governs fuel Inappropriate use of the emergency power
supply to the engine if a pneumatic malfunc- lever may adversely affect engine operation
tion occurs in the fuel control unit. When the and durability. Use of the emergency power
engine is operating, a failure of any pneu- lever during normal operation of the power
matic signal input to the fuel control unit re- lever may result in engine surges, or the ex-
sults in the fuel flow decreasing to minimum ceedance of ITT, Ng, and torque limits.
idle (approximately 48% Ng). The emergency
power lever allows the pilot to restore power Propeller Control Lever
in the event of such a failure. The emergency
power lever has NORMAL, IDLE, and MAX The propeller control lever is connected through
positions. When the fuel control unit is oper- linkage to the propeller governor on the top of the
ating normally, the lever is kept in the full aft front section of the engine. It controls propeller
detent (NORMAL position) and engine power governor settings from the maximum rpm posi-
is selected by the power lever. The range from tion to full feather. The propeller control lever has
the IDLE position to MAX governs engine MAX, MIN, and FEATHER positions. The MAX
power and is used when a pneumatic malfunc- position is used when high rpm is desired. This
tion occurs in the fuel control unit and the position governs the propeller speed at 1,900
power lever is ineffective. A mechanical stop rpm. Propeller control lever settings from the
in the lever slot requires the emergency power MAX position to the MIN position permit the pilot

to select the desired engine propeller rpm for Torque Indicator

cruise. The FEATHER position is used during nor-
mal engine shutdown to stop rotation of the power The torque indicator is on the upper portion
turbine and front section of the engine. Since lu- of the instrument panel and indicates the torque
brication is not available after the gas generator being produced by the engine. This is meas-
section of the engine has shut down, rotation of ured by pressure taken by two independent
the forward section of the engine is not desir- lines to this gauge and then converted into
able. Also, feathering the propeller when the en- foot-pounds. On some cargo versions, the
gine is shut down minimizes propeller windmilling torque gauge is DC powered with a circuit-
during windy conditions. A mechanical stop in the breaker on bus 1.
lever slot requires the propeller control lever be
moved to the left to clear the stop before it is Instrument markings indicate that the normal
moved into or out of the FEATHER position. operating range (green arc) is from 0 to 1,865
foot-pounds for the PT6A-114A. The alter-
nate power range (striped green arc) is from
Fuel Condition Lever 1,865 to 1,970 foot-pounds for the PT6A-
The fuel condition lever is connected through 114A and maximum torque (red line) is 1,970
linkage to a combined lever and stop mecha- foot-pounds. Maximum takeoff torque is de-
nism on the fuel control unit. The lever and stop noted by “T.O.” and a red wedge at 1,865 foot-
also function as an idle stop for the fuel con- pounds for the PT6A-114A. For torque gauge
trol unit and for the fuel control unit rod. The indications on the PT6A-114 engines, refer to
fuel condition lever controls the minimum Limitations in this chapter.
rpm of the gas generator turbine (Ng) when the
power lever is in the IDLE position. The fuel Propeller RPM Indicator
condition lever has CUTOFF, LOW IDLE, and
HIGH IDLE positions. The CUTOFF position The propeller RPM indicator is on the upper por-
shuts off all fuel to the engine fuel nozzles. tion of the instrument panel. The instrument is
LOW IDLE positions the control rod stop to marked in increments of 50 rpm and indicates
provide an rpm of 52% Ng. HIGH positions the propeller speed in revolutions per minute. The
control rod stop to provide an rpm of 65% Ng. instrument is electrically operated from the pro-
peller tachometer-generator, which is on the
right side of the reduction gearbox case.
QUADRANT FRICTION LOCK Instrument markings indicate a normal operat-
ing range (green arc) of from 1,600 to 1,900 rpm
A quadrant friction lock is on the right side of and a maximum (red line) of 1,900 rpm.
the pedestal and minimizes creeping of the en-
gine controls once they have been set. It is a
knurled knob that increases friction on the en- ITT Indicator
gine controls when rotated clockwise.
The ITT (interturbine temperature) indicator
is on the upper portion of the instrument panel.
ENGINE INSTRUMENTS The instrument displays the gas temperature
between the compressor and power turbines.
All engine instruments are grouped together Instrument markings indicate a normal oper-
and at the top of the instrument panel below the ating range (green arc) of from 100 to 740°C
glareshield (Figure 7-12). In addition to be- and a maximum (red line) of 805°C. Instrument
coming familiar with the gauges themselves, the markings also indicate a maximum starting
pilot should also familiarize him or herself with temperature (red triangle) of 1,090°C.
the engine operating limits chart available in the
Pilot Operating Handbook (POH).

NOTE:
ON SOME CARGO VERSIONS
THE TORQUE GAUGE IS DC
POWERED WITH A CIRCUIT
BREAKER ON BUS 1.
OR
115
120 104
OR 85 OIL
55
PSI °C
40 10
0 -40
DC POWERED HYDRO-MECHANICAL POWERED

Figure 7-12. Engine Instruments
Ng % RPM Indicator Oil Pressure Gauge

The Ng % RPM indicator is on the upper por- The oil pressure gauge is in the left half of a
tion of the instrument panel and indicates the dual-indicating instrument on the upper por-
percent of gas generator rpm based on a f ig- tion of the instrument panel. A direct pressure
ure of 100% at 37,500 rpm. The instrument is oil line from the engine delivers oil at engine
electrically operated from the gas generator operating pressure to the oil pressure gauge.
tachometer-generator on the lower right por- Instrument markings indicate a minimum pres-
tion of the accessory case. Instrument mark- sure (redline) of 40 psi, a cautionary range (yel-
ings indicate a normal operating range (green l ow a r c ) o f f r o m 4 0 t o 8 5 p s i , a n o r m a l
arc) from 52% to 101.6% and a maximum (red operating range (green arc) of from 85 to 105
line) of 101.6%. psi, and a maximum (red line) of 105 psi.

Oil Temperature Gauge

The oil temperature gauge is in the right half of
a dual-indicating instrument on the upper por-
tion of the instrument panel. The instrument is
operated by an electrical resistance temperature
sensor that receives power from the airplane
electrical system.
On SNs 208B-0001 through 208B-0999 not

equipped with SK208-147:
• Minimum operating temperature (red
line) –40°C
• Cautionary range (yellow arc) from –40
to 10°C
• Normal operating range (green arc) from
10 to 99°C
• Maximum (red line) 99°C
On SNs 208B-1000 and on, and earlier aircraft

equipped with SK208-147:
• Minimum operating temperature (red Figure 7-13. OVERSPEED GOVERNOR
line) –40°C Switch
• Cautionary range (yellow arc) from –40
to 10°C
ALTAIR AVIONICS ADAS+
• Normal operating range (green arc) from ENGINE TREND MONITORING
10 to 99°C
SYSTEM
• 10-minute transient range (yellow arc)
99 to 104°C To promote safety of flight and allow opera-
tors to more easily monitor and maintain the
• Maximum (red line) 104°C engine on Caravan aircraft, Cessna Aircraft
Company has chosen the ALTAIR avionics
OVERSPEED GOVERNOR TEST ADAS+ monitoring system. This system is
standard equipment on SNs 208-0372 and on,
SWITCH and 208B-1044 and on. Earlier SNs may be
An OVERSPEED GOVERNOR switch is on modif ied to install the ADAS+ by the incor-
the left side of the instrument panel and is used poration of ALTAIR Avionics supplemental
to test the propeller overspeed governor during type certif icate (STC). The ADAS+ monitors
engine runup (Figure 7-13). Depressing the engine parameters, indicated airspeed, pres-
switch actuates a solenoid on the overspeed sure altitude, outside air temperature, and the
governor that resets the governor at 1,750 rpm. position of the particle separator. Also mon-
To check for proper operation of the overspeed itored is the emergency power lever position
governor during engine runup, depress the and bleed-air cabin heat flow control valve
OVERSPEED GOVERNOR switch and ad- position as well as the battery voltage. The STC
vance the power lever until propeller rpm sta- installation also monitors the flight hour meter.
bilizes. Propeller rpm should not exceed 1,750 The system includes an annunciator light to in-
± 60 rpm. dicate normal system self-test and alert the op-
erator of engine operating limit events.

The system architecture includes three basic by an on condition inspection. The data col-
elements: lected by the ADAS+ can be used by P&WC to
grant time between overhaul (TBO) extensions.
• Data acquisition
Use of the ADAS+ is required by P&WC when
• Data retrieval granting engine specific TBO extension.
• Data delivery
In addition, the ADAS+ provides a means for
the operator to know if an event condition of
Data acquisition is primarily the function of
an engine operating parameter has occurred.
the ADAS+ monitor. This monitoring system
This allows maintenance personnel to evalu-
is customized through a configuration file up-
ate the condition and take corrective action be-
loaded to the processor.
fore severe engine damage occurs.
Data retrieval is handled by software used in
a laptop computer or a personal digital as- ADAS+ Components
sistant (PDA) called the monitor link program
(MLP). MLP allows the operator to upload The main components of the ADAS+ include:
conf iguration f iles and download and view • Processor
stored data.
• Annunciator
Data delivery is through the Turbine Tracker ™ • Engine torque (Tq) sensor
website. This website contains the database for
each engine and may be accessed at any time • Outside air temperature (OAT) sensor
from a computer with Internet access. Log data • Pitot and static pressure sensor
is uploaded to this website. After analysis, re-
ports are generated from the log data and may • Magnetic reed switch at the particle
be viewed as text or graphs. Conf iguration separator
f iles are created, edited, and managed through • Communication port
the Turbine Tracker ™ website.
Two circuit breakers on the left side of the main
The processor memory holds more than 30,000 power junction box provide power for the system.
engine runs and/or events. When events are The system also measures the outputs of engine
recorded, a time history is stored. This history interturbine temperature (ITT), fuel flow trans-
is conf igured to record all parameters up to 2 mitter (Wf), propeller rpm tach generator (Np),
minutes before the event and after the event. and gas generator rpm tach generator (Ng). Since
bleed-air extraction and emergency power lever
The data is collected automatically by the (EPL) position has an effect on engine perform-
system and stored for retrieval by mainte- ance, the positions of the bleed-air flow control
nance personnel using a laptop computer or valve and the EPL are monitored.
a PDA. This data can be transferred to the
Cessna Designated Analysis Center (DAC)
for evaluation. The data is analyzed and com- Processor
pared to a Pratt & Whitney Canada (P&WC) The processor is in the right engine com-
mathematical engine model. The ADAS+ and partment on the lower engine truss tube. A
DAC analysis techniques help to improve support bracket is attached directly to the
the level of operational safety by identifying tube with processor shock mounts attached
developing conditions that could shorten the to the bracket. The processor collects and
life of the engine. stores data from the sensors and engine sys-
tems. It also operates the annunciator as-
s e m b l y i n t h e c o c k p i t . Two s o u r c e s o f
By using the P&WC engine condition trend electrical power ensure no loss of data when
monitoring (ECTM), the required fixed hourly the battery switch is turned off. A 1-amp
interval for hot section inspection is replaced ETM POWER circuit breaker provides power

from the main bus when the battery switch a failure state. The conditions that cause the
is selected to ON. The second ETM CONTIN- light to remain on steady are system internal
UOUS POWER 1-amp circuit breaker pro- failure, sensor failure, or memory 100% full.
vides power directly from the aircraft battery. If the memory is full, ADAS+ does not record
On the STC installation, a 1-amp fuse pro- any further data. Any data acquired prior to fill-
vides this power. A communication port is in ing up is not erased. To temporarily extin-
the cockpit on the copilot side panel. This
connection is used to upload the conf igura- guish the light, press the ETM (TREND) light.
tion f ile to the processor and download data To permanently extinguish the light, the op-
from the processor. A special cable connects erator must f irst retrieve the log data from the
the communication port to a laptop com- processor, and then reset the log data. Resetting
p u t e r o r a P DA . A LTA I R M o n i t o r L i n k clears the memory of all events as well as au-
Program (MLP) software must be installed tomatic and manual trend data.
on the laptop computer or the PDA to upload
or download. Input to the processor comes There are two modes of operation that determine
from existing engine and airframe systems, when the lights illuminate: engine not running
and ALTAIR sensors and switches. mode and engine running mode. The engine not
running mode is operational when the ITT is less
Controls and Indications than 250°C. During this mode, normal, warning,
and failure modes are allowed to display (light
Since the processor controls the operation of the illumination). Pressing the ETM (TREND) light
annunciators, illumination of the annunciators extinguishes the light or initiates a loopback test
may indicate a problem. When the airplane bat- to check the functionality of the ETM (TREND)
tery switch is turned on, the processor runs a self- light. The light flashes during the loopback test.
test to ensure normal operation. During the
self-test, the white ETM and the amber EN- The engine running mode is operational when the
GINE (or white on black TREND light) illumi- ITT is greater than 450°C and the Ng is greater
nate steady for 3 to 5 seconds then extinguish than 50%. During this mode, white light (ETM)
if the test was normal. If the light does not il- and amber light (ENGINE) events are displayed
luminate, the processor did not boot up prop- during flight (original equipment manufacturer
erly and is not working. After the self-test, the [OEM] airplanes only). Pressing the ETM light ini-
light may do one of three things: extinguish, tiates a manual trend capture. The white light
flash, or stay illuminated steady. If the light ex- (ETM) or white on black light (TREND) flashes
tinguishes, this indicates a normal state. If the for 5 seconds during trend data capture.
light flashes, this indicates a warning state.
There are three conditions that cause the light ADAS+ Operation
to flash: To use ADAS+, it is first necessary to establish
• Memory is 85% full an account with ALTAIR Avionics. This is ac-
complished through Cessna Aircraft Company
• System has reset itself to the factory as part of the delivery of a new Caravan. For ear-
settings (the customized conf iguration lier SNs modified by the STC, contact ALTAIR
f ile has been lost) Avionics directly. This account gives access to
• An event has been recorded the ALTAIR Avionics website. Once the ac-
count is established, the MLP software that pro-
Pressing the ETM (TREND) light may or may vides communication with the processor is
not extinguish the light. If on a previous flight, downloaded to the operator computer. All nec-
a white light (ETM) event occurred, pressing essary documents and instructions are avail-
the ETM light extinguishes the flashing light. able through this site. In addition, the operator
However, if on a previous flight, an amber can upload data retrieved from the processor to
light (ENGINE) event occurred, pressing the be analyzed and view the status of the engine.
ETM light does not extinguish the light. If The operator can be contacted if the analysis in-
the light stays illuminated steady, this indicates dicates a serious condition.

OPERATION • Operation on water- or slush-covered

runways
Air is induced through the engine air intake from • Flight in heavy precipitation
the nacelle inlet scoop through the inertial sep-
• During inadvertent icing encounters
arator, and turned 180° to enter the axial com- until the inertial separator has been in
pressor (Figure 7-14). Air pressure is increased bypass for 5 minutes
by a diffusion process and directed to the cen-
trifugal compressor to increase air velocity. The • When near fuel exhaustion as indicated
velocity energy of the compressor outlet air is by illumination of the RESERVOIR
converted to pressure energy by a diffuser and FUEL LOW annunciator
directed to the combustor, where airflow is
changed 180°. Compressed air enters the com- This helps prevent engine flameout due to ambi-
bustion chamber, where fuel is added by the 14 ent conditions or brief interrupts in fuel flow.
fuel nozzles. Initial combustion is provided by
igniter plugs during start. The expanding com-
bustion gases flow aft and turn 180° to enter the ENGINE SHUTDOWN
turbine section. The major portion of the gas If the airplane is equipped with a standby al-
energy is extracted by the gas generator (com- ternator, an additional step must be followed
pressor) turbine to drive the compressor and the after engine shutdown.
accessory drive gear. The gases continue to ex-
pand through the power (propeller), turbine The standby alternator receives f ield current
which extracts almost all the remaining energy from the KEEP ALIVE 2 circuit. In an emer-
to drive the propeller through the reduction gear. gency condition, the standby alternator can be
The spent gases enter the exhaust section where brought online without moving the BATTERY
they are turned 180° and discharged to the at- switch to ON. Normal engine shutdown pro-
mosphere through the exhaust pipe. cedures call for turning the STBY PWR switch
to the OFF position prior to shutting the en-
NEW ENGINE BREAK-IN AND gine down and turning the BATTERY switch
off. If the STBY PWR switch is inadvertently
OPERATION left in the ON position, several of the red an-
There are no specif ic break-in procedures re- nunciators remain illuminated after the BAT-
quired for the Pratt and Whitney of Canada TERY switch is turned off. The illuminated
PT6A-114 and PT6A-114A turboprop engines. annunciators serve as a reminder to turn off the
The engines may be safely operated through- STBY PWR switch in order to prevent drain-
out the normal ranges authorized by the man- ing the battery.
ufacturer at the time of delivery of the airplane.
ENGINE IGNITION LIMITATIONS

PROCEDURES
ENGINE
For most operations, the IGNITION switch is
left in the NORM position. With the switch in this Number of engines ................................... One
position, ignition is on only when the STARTER
switch is in the START position. Engine manufacturer .......... Pratt & Whitney
of Canada, Ltd.
Turn the IGNITION switch ON to provide contin-
uous ignition under the following conditions: Engine model number................ PT6A-114A
• Emergency engine starts without starter
assist

COMPRESSOR
COMPRESSOR TURBINE
POWER TURBINE COMPRESSOR

BLEED VALVE

IGNITER
FUEL NOZZLE
LEGEND
AMBIENT INLET AIR
COMPRESSOR AIR
COMBUSTION AIR
EXHAUST AIR
COMPRESSOR BLEED AIR
Figure 7-14. Gas Flow
7-21
Engine type—Free turbine, two-shaft engine Powerplant Instrument

utilizing a compressor section with: Markings
• Three axial stages and one centrifugal
stage Torque Indicator
• A n n u l a r r ev e r s e - f l ow c o m b u s t i o n
Green arc .............................. 0 to 1,865 ft-lb
chamber Striped green arc ........... 1,865 to 1,970 ft-lb
• One-stage compressor turbine Red line........................................ 1,865 ft-lb
• One-stage power turbine Red line........................................ 1,970 ft-lb
• Single exhaust Interturbine Temperature (ITT)
Indicator
The power turbine drives the propeller through
a two-stage planetary gearbox at the front of Green arc .................................. 100 to 740°C
the engine. Red line .............................................. 805°C
Shaft Horsepower—675 for PT6A-114A. Incorporates red triangle at 1,090°C and start-
ing temperature limitation box labeled “ST,
Engine control operating limits—Flight oper- LIM 1,090°.”
ation with the power lever retarded below the
IDLE position is prohibited. Gas Generator % RPM Indicator
Engine starting cycle limits: Green arc................................. 52 to 101.6%
• Using the airplane battery, the starting Red line ............................................ 101.6%
cycle is limited to the following inter-
vals and sequence: 100% N g is 37,500 rpm.
• 30 seconds on, 60 seconds off
Placards
• 30 seconds on, 60 seconds off
• Below power lever:
• 30 seconds on, 30 minutes off
CAUTION
• Repeat the above cycle as required USE BETA AND REVERSE ONLY
WITH ENGINE RUNNING AND
• Using external power, the starting cycle PROPELLER OUT OF FEATHER
is limited to the following intervals and
sequence:
• 20 seconds on, 120 seconds off • Near torque indicator:
• 20 seconds on, 120 seconds off PT6A–114 PT6A–114A
• 20 seconds on, 60 minutes off MAX MAX
RPM TORQUE RPM TORQUE
• Repeat the above cycle as required 1900 1865
1900 1658
1800 1751 1800 1970
1700 1854 1700 1970
1600 1970 1600 1970

PROPELLER Propeller System Operating

Limits—Hartzell and McCauley
Hartzell
Perform an overspeed governor check be-
Propeller manufacturer—Hartzell Propeller fore the f irst flight of the day, after engine
Products control system maintenance, or if adjust-
ment has been made.
Propeller model number—HC-B3MN-
3/M10083
Propeller rpm must be set so as not to exceed
Number of blades .................................. Three 600 shp with torque above 1,658 ft-lb for the
PT6A-114 and 675 shp with torque above
Propeller diameter: 1,865 ft-lb for PT6A-114A.
• Maximum............................. 100 inches
Propeller RPM Indicator
• Minimum ............................. 100 inches
Green arc ......................... 1,600 to 1,900 rpm
(no cutoff approved)
Red line ........................................... 1,900 rpm
Propeller type—Constant-speed, full-feath-
ering, reversible, hydraulically actuated, com- Propeller Anti-Ice Ammeter
posite-blade propeller.
Green arc................................ 20 to 24 amps
Propeller blade angle (42-inch station):
• Feathered ....................................... 78.4° OIL
• Low pitch ............................................ 9°
Oil Grade (Specification)
• Maximum reverse ......................... –18°
Oil conforming to Pratt & Whitney engine
Service Bulletin No.1001 and all revisions
McCauley of supplements thereto, must be used. Refer
to Section 8 of the POH for a listing of ap-
Propeller manufacturer................. McCauley proved oils.
Accessory Division
Propeller model ........ 3GFR34C703/106GA-0 Total Oil Capacity

Number of blades .................................. Three Total oil capacity for the Caravan 1 is 14 U.S.
quarts (including oil in filter, cooler, and hoses).
Propeller diameter:
• Maximum............................. 106 inches Drain and Refill Quantity
• Minimum ............................. 104 inches Drain and ref ill quantity is approximately 9.5
U.S. quarts.
Propeller type—Constant speed, full-feather-
ing, reversible, hydraulically actuated, alu-
minum-bladed propeller with a feathered blade Oil Quantity Operating Range
angle of 88°, a low pitch blade angle of 15.6°, Fill to within 1.5 quarts of MAX HOT or
a n d a m a x i m u m r ev e r s e bl a d e a n g l e o f MAX COLD (as appropriate) on the dip-
–14°(30-inch station). stick. Quart markings indicate U.S. quarts
low if oil is hot. For example, a dipstick

reading of 3 indicates the system is within 2 • On side of inertial separator duct:

quarts of MAX if the oil is cold and within
3 quarts of MAX if the oil is hot.
WARNING!
PRESSURIZED OIL TANK
NOTE
To obtain an accurate oil level reading, ENSURE
check the oil level either within 10 OIL DIPSTICK
minutes after engine shutdown while
the oil is hot (MAX HOT marking) or IS SECURE
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 the engine
oil is still warm, perform an engine EMERGENCY/
dry motoring run before checking the
oil level. ABNORMAL
HOT STARTS
Oil Pressure Gauge
A “hot” start is caused by excessive fuel flow
Red line ............................................... 40 psi at normal rpm or normal fuel flow with insuf-
Yellow arc .................................. 40 to 85 psi ficient rpm. The latter is usually the problem,
which is caused by attempting a start with a
Green arc ................................. 85 to 105 psi discharged or weak battery.
Red line ............................................. 105 psi
A minimum battery voltage of 24 volts is not al-
ways an indication that the battery is near full
Oil Temperature Gauge charge or in good condition. This is especially
true with the NiCad battery, which maintains a min-
Red line............................................... –40°C imum no-load voltage of 24 volts even at 50% or
Yellow arc .................................. –40 to 10°C less charge condition. If gas generator accelera-
tion in the initial part of the start is less than nor-
Green arc ................................ +10 to +99°C mally observed, return the FUEL CONDITION
lever to CUTOFF, and discontinue the start.
Yellow arc................................ 99 to +104°C Recharge the battery or connect an APU before
Red line ............................................ +104°C attempting another start.
Following are a few procedures that should be

PLACARDS observed on engine start:
• Adjacent to oil dipstick/filler cap (on in- • If no interstage turbine temperature
ertial separator duct): (ITT) rise is observed within 10 sec-
onds after moving the FUEL CONDI-
TION lever to the LOW IDLE position,
ENGINE OIL
or ITT rapidly approaches 1,090°C,
move the FUEL CONDITION lever to
TOTAL CAPACITY 14 U.S. QUARTS CUTOFF and perform the engine clear-
DRAIN 7 FILL 9.5 U.S. QUARTS
ing procedure.
TYPE: SEE PILOT'S OPERATING HANDBOOK
FOR APPROVED OILS. DO NOT MIX BRANDS.
SERVICED WITH: ____________

• With a cold engine or after making a • In the event the APU drops off line
battery start, which causes a high initial during engine start, a loss of electrical
generator load due to battery recharging, power to the starter results, which could
it may be necessary to advance the power lead to a hot start. Should a loss of
lever slightly ahead of the IDLE detent auxiliar y power occur, immediately
to maintain a minimum idle of 52% N g . place the FUEL CONDITION lever to
Since the generator contactor closes the CUTOFF position, monitor ITT,
when the STARTER switch is turned to and ensure the engine is shutting down.
the OFF position, anticipate the in- If high ITT persists, turn the EXTER-
creased engine load by advancing the NAL POWER switch to the OFF posi-
power lever to obtain approximately 55% tion, place the STARTER switch to the
N g before turning the STARTER switch M OTO R p o s i t i o n , a n d u s e b a t t e r y
OFF. This prevents the initial generator power for engine rotation to aid in re-
load from decreasing idle rpm below ducing ITT.
the minimum of 52%. • When an APU is used, ensure the unit is
• If during the start, the starter acceler- negatively grounded and regulated to 28
ates the gas generator rapidly above VDC with a capability of providing a
20% N g , suspect gear train decouple. minimum of 800 amps during the start-
Do not continue the start. Rapid ac- ing cycle. Do not use the APUs with out-
celeration through 35% N g suggests a put exceeding 1,700 amps.
start on the secondary nozzles.
Anticipate a hot start.
During takeoff, an engine f ire or failure re-
• After an aborted start for whatever reason, quires immediate pilot response. Refer to the
it is essential before the next start attempt POH for specif ic and current information and
to allow adequate time to drain off un- procedures.
burned fuel. Failure to drain all residual
fuel from the engine could lead to a hot
start, a hot streak leading to hot section ENGINE FAILURE DURING
damage, or torching of burning fuel from TAKEOFF ROLL
the engine exhaust on the next successful
ignition. A dry motoring, within starter If the engine fails during the takeoff roll,
limitations after confirming that all fuel move the POWER lever to the BETA range
drainage has stopped, ensures that no fuel and apply the brakes Retract the wing flaps
is trapped before the next start. and stop the aircraft.
• If the amber STARTER ENERGIZED
annunciator fails to extinguish after en- If the aircraft cannot be stopped on the re-
gine start, the generator does not func- maining runway, position the FUEL CONDI-
tion because the start contactor may be TION Lever to CUTOFF and pull the FUEL
stuck closed. Turn the BATTERY switch SHUTOFF out (OFF position). Position the
to the OFF position and shutdown the en- FUEL TANK SELECTORS to OFF. This will
gine if such an indication is observed. cause the warning horn to sound. turn the
BATTERY switch to OFF.
• Engine starts may be made with airplane bat-
tery power or with an APU. However, it is
recommended that an APU be used when ENGINE FAILURE
the ambient air temperature is less than 0°F
(–18°C). Under these conditions, observe IMMEDIATELY AFTER
other cold weather operating procedures TAKEOFF
published in the POH.
If the engine fails immediately after takeoff, ad-
just the airspeed to 85 KIAS with the flaps set
to 20°. Position the propeller to FEATHER and

the wing flaps to FULL DOWN. Position the Place the BLEED AIR HEAT switch in the OFF
FUEL CONDITION Lever to CUTOFF and pull position and pull the EMERGENCY POWER
out the FUEL SHUTOFF (OFF position). Place lever to NORMAL, and set the POWER lever
the FUEL TANK SELECTORS in the OFF po- to IDLE. Place the PROP control lever in the
sition. This causes the warning horn to sound. MIN rpm detent, and the FUEL CONDITION
Place the BATTERY switch to the OFF position. lever to CUTOFF. Push in the FUEL SHUT-
OFF to the ON position. Place the FUEL TANK
SELECTORS to the ON positions.
ENGINE FAILURE DURING
FLIGHT Turn the BATTERY switch to the ON position,
If there is an engine failure during flight, adjust and the FUEL BOOST switch to ON also. Make
the airspeed to 95 KIAS and set the power lever sure to check that the AUX FUEL PUMP ON an-
to IDLE. Place the propeller control lever in the nunciator is illuminated, and the FUEL PRESS
FEATHER position and set the FUEL CONDI- LOW annunciator extinguishes.
TION lever to CUTOFF.
Maintain an altitude below 20,000 feet maxi-
Verify/adjust the wing flaps to the UP position mum. Place the STARTER switch in the START
and place the FUEL BOOST switch in the OFF position and observe. Check to see if the IGNI-
position. Pull out the FUEL SHUTOFF to the TION ON annunciator is illuminated and that
OFF position and place the IGNITION switch there is an indication of engine OIL pressure on
in the NORM position. the gauge. Make sure N g is 12% minimum.
If a STBY PWR switch is installed, place it in Position the FUEL CONDITION lever to
the OFF position and reduce the electrical load. LOW IDLE and observe. Monitor the ITT
refer to Emergency Landing Without Engine for 1090°C maximum. Set N g to 52% mini-
Power checklist. mum and turn the STARTER switch to the
OFF position.
ENGINE FLAMEOUT DURING WARNING
FLIGHT
If the gas generator speed (N g) is above 50%, If conditions exist, such as heavy
set the POWER lever to IDLE. Make sure the precipitation or nearly empty fuel
IGNITION switch is in the ON position. Adjust tanks, turn the IGNITION switch to
the POWER lever as desired after a satisfactory the ON position.
relight. This is evidenced by a normal ITT and
N g. Place the IGNITION switch to the OFF po- Place the FUEL BOOST switch in the NORM
sition if the cause of the flameout has been cor- position unless it cycles on and off; then leave
rected. in the ON position.
AIRSTART—STARTER ASSIST AIRSTART—NO STARTER

(PREFERRED PROCEDURE) ASSIST
Reduce the electrical load while placing the STBY Trip and release the GENERATOR switch, and
PWR switch (if installed) to the OFF position. turn the STBY PWR switch and the AVIONICS
Turn the AVIONICS switches to the OFF position. switches to the OFF position.
Place the IGNITION switch in the NORM posi-
tion and turn the AIR CONDITIONING (if in-
stalled) switches to the OFF position. Turn the AIR CONDITIONING switches, and the
BLEED AIR HEAT switch to OFF. Set the EMER-

GENCY POWER lever to NORMAL, and the Place the FUEL BOOST switch to the NORM
POWER lever to IDLE. Place the PROP lever in the position unless it cycles on and off; then leave it
MIN rpm detent and place the FUEL CONDITION in the ON position. Set the FUEL CONDITION
lever in the CUTOFF position. lever to HIGH IDLE and the PROP control lever
as desired. Set the POWER lever as desired and
Push in the FUEL SHUTOFF to the ON position, place the GENERATOR switch to RESET and
and place the FUEL TANK SELECTORS in the then release.
LEFT ON and RIGHT ON positions.
Turn on electrical and avionics equipment as
Place the BATTERY switch in the ON position desired.
and the FUEL BOOST switch to ON also. Check
that the AUX FUEL PUMP ON annunciator is il-
luminated and that the FUEL PRESS LOW an-
nunciator is extinguished.
Turn the IGNITION switch to the ON position

and check to see if the IGNITION ON annun-
ciator is illuminated.
Maintain an airspeed of 100 KIAS minimum

(140 KIAS if the propeller is feathered), and an
altitude of 20,000 feet maximum (15,000 feet if
the propeller is feathered).
CAUTION
Do not attempt a restart without
starter assist if the N g tachometer
indicates zero RPM.
Check to see if there is a stable Ng indication,

and place the FUEL CONDITION lever in the
LOW IDLE detent and observe. Monitor the
ITT to verify a 1090°C maximum reading,
and the N g to verify a 52% minimum.
Turn the IGNITION switch to the NORM po-

sition if the Ng is 52% or above, unless con-
ditions warrant leaving the switch in the ON
position.
WARNING
If conditions exist, such as heavy
precipitation or nearly empty fuel
tanks, turn the IGNITION switch to
the ON position.

QUESTIONS
1. The PT6A engine is def ined as a: 6. With the propeller control lever in the
A. Fixed-shaft, constant-speed engine MAX position:
B. Free-turbine, turboprop engine A. The propeller speed is governed at
C. Single-spool, variable-speed engine 1,900 rpm.
D. None of the above B. The engine delivers maximum torque.
C. The propeller governor is bypassed.
D. The gas generator rpm is at maximum.
2. The torque gauge indicates the power:
A. Developed by the gas generator
7. Engine oil level should be:
B. Delivered by the propeller
C. Of the combined gas generator and A. Maintained full at all times
power turbine B. Checked only before the first flight of
D. Delivered to the propeller the day
C. Lower for cold weather operations
D. Maintained to within 1.5 quarts of MAX
3. The power turbine is on a shaft that: HOT or MAX COLD as appropriate
A. Drives the gas generator
B. Drives the accessory section
8. The IGNITION switch should be placed
C. Drives the reduction gear in the ON position:
D. Drives the propeller directly
A. For airstarts without starter assist
B. For operation on water-covered run-
4. Air induced into the engine: ways
A. Enters at the rear and is exhausted at C. During flight in heavy precipitation
the front D. All of the above
B. Enters at the front and is exhausted at
the rear
9. The inertial separator should be placed in
C. Passes from the power turbine to the the bypass position:
compressor wheels
A. To increase engine rpm
D. Must be cooled by the compressor
section B. When flying through visible moisture
at low temperatures
C. For all takeoffs
5. During operations using the emergency D. During all operations above 5,000 feet
power lever:
A. Extreme caution should be used when
reversing thrust. 10. Loss of any pneumatic signal to the fuel
control unit causes:
B. The EMERGENCY POWER LEVER
annunciator illuminates when the A. The engine to shut down
lever is unstowed from the NORMAL B. The engine to drop to idle rpm
position. C. The engine rpm to increase rapidly
C. Only partial engine power is avail- D. A complete stoppage of fuel flow
able.
D. Engine response may be slower than
when using the power lever.

11. When the STARTER switch is placed in

the START position:
A. The IGNITION switch must be placed
in the ON position.
B. The ignition system is energized if
the IGNITION switch is in the NORM
position.
C. The starter-generator functions as a
generator.
D. The ignition system is deenergized .
12. During the overspeed governor test, the

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

CHAPTER 8
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL .............................................................................................................................. 8-1
DESCRIPTION ....................................................................................................................... 8-2
COMPONENTS ...................................................................................................................... 8-2
Portable Fire Extinguisher ............................................................................................... 8-2
FIRE DETECT–TEST Switch ........................................................................................ 8-2
ENGINE FIRE Annunciator............................................................................................ 8-2
Warning Horn .................................................................................................................. 8-2
CABIN HEAT FIREWALL SHUTOFF Knob ................................................................ 8-2
EMERGENCY/ABNORMAL ................................................................................................ 8-3
Engine Fire During Start on Ground .............................................................................. 8-3
Cabin Fire During Ground Operations ............................................................................ 8-3
Engine Fire in Flight........................................................................................................ 8-3
Electrical Fire in Flight.................................................................................................... 8-3
Cabin Fire ........................................................................................................................ 8-4
Wing Fire ......................................................................................................................... 8-4
QUESTIONS........................................................................................................................... 8-5

ILLUSTRATIONS
Figure Title Page
8-1 Annunciator Panel.................................................................................................... 8-2
8-2 CABIN HEAT FIREWALL SHUTOFF Knob ........................................................ 8-3

CHAPTER 8
FIRE PROTECTION
INTRODUCTION
The Cessna Caravan I is equipped with an engine f ire-detection system as standard
equipment. The detection system includes a heat sensor in the engine compartment, a
warning annunciator, and a warning horn.
GENERAL
The f ire detection system in the engine com- engine f ire. There is no engine f ire-extin-
partment is a closed loop system that oper- guishing system on the aircraft. A hand-held
ates on DC power. Signals are sent to the f ire extinguisher is available on the door on
annunciator panel, warning the pilot of an the pilot side.

DESCRIPTION CONTROLS AND

The engine f ire detection system includes a INDICATIONS
heat sensor in the engine compartment, an
ENGINE FIRE annunciator on the annuncia- FIRE DETECT–TEST SWITCH
tor panel (Figure 8-1), and a warning horn
above the pilot. The heat sensor consists of one A FIRE DETECT–TEST switch is left of the
flexible closed loop. When high engine com- annunciator panel (Figure 8-1). When de-
partment temperatures are experienced, the pressed, the ENGINE FIRE annunciator illu-
heat causes a change in the resistance of the minates and the war ning hor n sounds,
closed loop. This change in resistance is sensed indicating that the fire warning circuitry is op-
by a control box on the aft side of the f irewall, erational. The system is protected by a FIRE
which illuminates the annunciator and triggers DET pull-off type circuit breaker on the left
the audible warning horn. sidewall switch and CB panel.
Fire warning is initiated when temperatures in

the engine compartment exceed:
ENGINE FIRE ANNUNCIATOR
• 218°C (425°F) on the f irst section When the closed loop system in the engine
(f irewall) compartment senses that temperature has ex-
ceeded the limits, it illuminates the ENGINE
• 329°C (625°F) on the second section FIRE annunciator.
(around the exhaust)
• 232°C (450°F) on the third section (rear WARNING HORN
engine compartment)
An audible warning horn sounds along with the
ENGINE FIRE annunciator indicating engine
COMPONENTS compartment temperatures have been exceeded.
PORTABLE FIRE CABIN HEAT FIREWALL

EXTINGUISHER SHUTOFF KNOB
The portable f ire extinguisher is an ABC type The CABIN HEAT FIREWALL SHUTOFF
that normally is in the door on the pilot side. knob is a push-pull knob on the lower right side
of the pedestal (Figure 8-2). 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 line.
Figure 8-1. Annunciator Panel

CABIN FIRE DURING GROUND

OPERATIONS
If there is a cabin fire during ground opera-
tions, pull the POWER lever to IDLE and apply
the brakes as required. Place the PROP control
lever to FEATHER, and the FUEL CONDI-
TION lever to the CUTOFF position. Turn the
BATTERY switch to the OFF position. Evacuate
the aircraft and extinguish the fire.
ENGINE FIRE IN FLIGHT

Figure 8-2. CABIN HEAT FIREWALL
SHUTOFF Knob If there is an engine f ire in flight, the red EN-
GINE FIRE annunciator illuminates. Place
the power lever to idle and the propeller con-
The knob is normally pushed in unless a fire is trol lever to FEATHER. Position the FUEL
suspected in the engine compartment. CONDITION lever to CUTOFF and place
the FUEL SHUTOFF in the OFF position.
EMERGENCY/ Pull the CABIN HEAT FIREWALL SHUT-

OFF to the OFF position (out), and close all
ABNORMAL side vents. Open the overhead vents and turn
on all ventilation fans (if installed).
For detailed information and procedures re-
lated to f ire protection, refer to the POH. Refer to Section 3 in the POH.
ENGINE FIRE DURING START ELECTRICAL FIRE IN FLIGHT

ON GROUND Place the BATTERY switch in the OFF posi-
If there is an engine fire while the aircraft is tion and push the GENERATOR switch to
starting on the ground, place the FUEL CON- TRIP and then release. If a STBY PWR switch
DITION lever in the CUTOFF position and the is installed, turn it to the OFF position.
FUEL BOOST switch in the OFF position. Turn
the STARTER switch to the MOTOR position WARNING
and FUEL SHUTOFF to the OFF (out) position.
Without electrical power, all elec-
CAUTION trically operated gyros and engine
instruments, fuel boost pump, an-
Do not exceed the starting cycle lim- nunciators, wing flaps, and all
itations; refer to Section 2 in the avionics are inoperative. Vacuum-
Pilot Operating Guide (POH). driven gyros are operative. For air-
craft with a KFC-150 autopilot,
If the f ire persists as indicated by vacuum-driven gyros are the pilot
sustained interturbine temperature, horizon gyro and the right direc-
immediately close the FUEL SHUT- tional gyros. For aircraft with the
OFF and continue motoring. KFC-250 autopilot, vacuum-driven
gryos are the right horizon and di-
Turn the STARTER switch, FUEL SHUTOFF, rectional gyros.
and the BATTERY switch to the OFF position.
Evacuate the aircraft and extinguish the fire.

Close all vents to avoid drafts and turn the

BLEED AIR switch to the OFF position. Activate WARNING
the fire extinguisher.
Without electrical power, all elec-
WARNING trically operated gyros and engine
instruments, fuel boost pump, an-
Occupants must wear oxygen masks nunciators, wing flaps and all
until the smoke clears. After dis- avionics are inoperative. Vacuum-
charging an extinguisher within a driven gyros are operative. For air-
closed cabin, ventilate the cabin. craft with a KFC-150 autopilot,
vacuum-driven gyros are the pilot
horizon gyro and the right direc-
Turn all avionics and other electrical switches tional gyros. For aircraft with the
to the OFF position. KFC-250 autopilot, vacuum-driven
gryos are the right horizon and di-
If the f ire appears out and electrical power is rectional gyros.
necessary for continuance of the flight, turn the
BATTERY switch and STBY PWR switch to the Close all vents to avoid drafts and turn the
ON position. Place the GENERATOR switch BLEED AIR switch to the OFF position. Activate
in the RESET position and then release. the fire extinguisher.
Check all circuit breakers for faulty circuits. WARNING
Do not reset circuit breakers with faults.
Place the inverter switch (if installed) in
the 1 or 2 position. Turn radio switches to Occupants must wear oxygen masks
OFF and the AVIONICS power switches to until the smoke clears. After discharg-
the ON position. ing an extinguisher within a closed
cabin, ventilate the cabin.
Turn radio and electrical switches to the ON
position, one at a time. Delay turning on Land the aircraft as soon as possible.
the next switch(es) until the short circuit is
localized.
WING FIRE
Open vents when it is ascertained that the fire If there is a wing fire, turn the following switches
is completely extinguished, and turn the BLEED to the OFF position:
AIR switch to ON as desired.
• PITOT/STATIC HEAT switch
CABIN FIRE • STALL HEAT switch
• STROBE lights switch
Turn the BATTERY switch to the OFF posi-
tion. Place the GENERATOR switch in the • NAV lights switch
TRIP position and then release. If a STBY • LEFT and RIGHT LDG lights
PWR switch is installed, turn it to the OFF
position. • TAXI/RECOG lights
• RADAR
Turn all ventilation fans (if installed) to the
OFF position.

QUESTIONS
1. The fire detection “test” function assures:
A. The f ire loop is detecting f ire.
B. The f ire loop is not damaged.
C. The f ire loop has detected heat.
D. The engine f irewall is safe.
2. The f ire detection system only warns the

pilot of a f ire in the engine.
A. True
B. False
3. The amount of heat needed to initiate the

f ire warning is :
A. 218°C–329°C
B. 100°C–200°C
C. 510°F–900°F
D. 220°F–330°F
4. The CABIN HEAT FIREWALL SHUT-

OFF knob:
A. Activates an engine f ire extinguisher.
B. Secures the f irewall in the event of an
engine f ire.
C. Turns off the bleed-air heat if the pas-
sengers are too hot.
D. Deactivates the engine f ire extin-
guisher.
5. In the event of an engine f ire warning

(light and horn):
A. Secure the engine and land.
B. Secure the engine, declare an emer-
gency, and land.
C. Fly the airplane, secure the engine, de-
clare an emergency, and land as soon
as possible.
D. Verify there is an engine f ire

CHAPTER 9
PNEUMATICS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL .............................................................................................................................. 9-1
DESCRIPTION ....................................................................................................................... 9-3
SUCTION Gauge ............................................................................................................ 9-3
VACUUM LOW Annunciator ......................................................................................... 9-3
LIMITATIONS ........................................................................................................................ 9-3
Suction Gauge.................................................................................................................. 9-3
QUESTIONS........................................................................................................................... 9-4

ILLUSTRATIONS
Figure Title Page
9-1 Pneumatic System Schematic .................................................................................. 9-2
9-2 SUCTION Gauge..................................................................................................... 9-3

CHAPTER 9
PNEUMATICS
INTRODUCTION
This chapter describes the pneumatic system on the Cessna Caravan I. The pneumatic
system routes air for use in heating the aircraft and to operate the gyroscopic equipment
and also the optional de-ice boot system.
GENERAL
The pneumatic system uses engine compres- knobs and switches are in the cockpit. The en-
sor bleed air for the heating system in the air- gine bleed air provides air to maintain all re-
craft and also for instruments that use quired system functions.
gyroscopes to operate (Figure 9-1). Control

LEGEND
HIGH PRESSURE BLEED AIR COMPRESSOR BLEED
VALVE
LOW PRESSURE BLEED AIR
P3 HOT AIR
REGULATED BLEED AIR P2.5 WARM AIR
SUCTION/VACUUM
CABIN AIR
BLEED-AIR
HEAT SWITCH
PRESSURE
REGULATING VALVE
TO VACUUM FLOW CONTROL

SYSTEM VALVE
MIXING
AIR VALVE
MIXER/
MUFFLER
FIREWALL
SHUTOFF
VALVES
TEMPERATURE
CONTROL KNOB
Figure 9-1. Pneumatic System Schematic

DESCRIPTION
A vacuum system provides the suction neces-
sary to operate the left attitude indicator and the
right directional indicator on most aircraft. On
aircraft with the KFC-150 autopilot, the left at-
titude indicator and right directional indicator
are vacuum-operated. 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 suc-
tion necessary to operate the instruments. The
vacuum system consists of the bleed-air pres-
sure regulator, a vacuum ejector on the forward
left side of the firewall, a vacuum relief valve
and vacuum system air filter on the aft side of
the firewall, vacuum-operated instruments and
a suction gage on the instrument panel, and a
vacuum-low warning annunciator on the an- Figure 9-2. SUCTION Gauge
nunciator panel.
SUCTION GAUGE LIMITATIONS

The SUCTION gauge is on the upper left side of
the instrument panel (Figure 9-2). It is calibrated Suction Gauge
in inches of mercury and indicates suction avail-
able for operation of the attitude and directional Green arc:
indicators. The gauge is marked from 3.5 to 5.5 • To 15,000 feet............ 4.5 to 5.5 in. Hg
inches of mercury. A suction reading outside of
these ranges indicates a system malfunction or im- • To 20,000 feet............ 4.0 to 5.5 in. Hg
proper adjustment. • To 25,000 feet............ 3.5 to 5.5 in. Hg
• To 30,000 feet............ 3.0 to 5.5 in. Hg
VACUUM LOW ANNUNCIATOR
Incorporates stepped green arc with 15K, 20K,
A red VACUUM LOW annunciator is on the 25K, and 30K markings at the appropriate step
annunciator panel. It warns the pilot of a pos- locations to indicate the altitude (in thousands
sible low vacuum condition existing in the of feet) at which the lower limit of that arc seg-
vacuum system. Illumination of the annunci- ment is acceptable.
ator warns the pilot to check the suction gauge
and be alert for possible erroneous vacuum-
driven gyro instrument indications.

QUESTIONS
1. The bleed air system operates:
A. The pilots ADI and copilots DI
B. The bleed air heat
C. Deice boots
D. All the above

CHAPTER 10
ICE AND RAIN PROTECTION
CONTENTS
Page
INTRODUCTION................................................................................................................. 10-1
GENERAL—STANDARD................................................................................................... 10-1
Rate of Climb .................................................................................................................. 10-2
ICE DETECTION SYSTEM................................................................................................ 10-2
Components..................................................................................................................... 10-3
Controls and Indications ................................................................................................. 10-3
ANTI-ICE SYSTEM ............................................................................................................ 10-3
Propeller Anti-Ice Boot System ...................................................................................... 10-3
Windshield Anti-Ice System ........................................................................................... 10-5
Pitot-Static Heat System ................................................................................................. 10-6
Engine Inertial Separator System ................................................................................... 10-7
Stall Warning System...................................................................................................... 10-7
DEICE SYSTEM .................................................................................................................. 10-7
Description ...................................................................................................................... 10-7
Components..................................................................................................................... 10-8
Controls and Indications ................................................................................................. 10-8
Operation......................................................................................................................... 10-8
Emergency/Abnormal ..................................................................................................... 10-8
GENERAL—TKS .............................................................................................................. 10-10
COMPONENTS ................................................................................................................. 10-13
Protection Panels........................................................................................................... 10-13
Fluid Tank ..................................................................................................................... 10-13
Equipment Pack ............................................................................................................ 10-13

Propeller Slinger Ring .................................................................................................. 10-13

Windshield Spray Bar ................................................................................................... 10-13
Pitot-Static And Stall HEAT system ............................................................................. 10-14
Engine Inertial Separator System ................................................................................. 10-14
Wing Inspection Light .................................................................................................. 10-14
Ice Detection Light ....................................................................................................... 10-14
Low Airspeed Awareness System ................................................................................. 10-14
CONTROLS AND INDICATIONS ................................................................................... 10-15
PRIMARY Switch......................................................................................................... 10-15
MAX FLOW Switch ..................................................................................................... 10-15
BACKUP Switch .......................................................................................................... 10-16
P/S HEAT / LOW A/S AWARE Switch........................................................................ 10-16
STALL HEAT Switch ................................................................................................... 10-16
INERTIAL SEPARATOR CONTROL Handle............................................................. 10-16
Anti-Ice Fluid Quantity Gage ....................................................................................... 10-16
Fluid Tank Sight Glass.................................................................................................. 10-16
System Annunciator ...................................................................................................... 10-17
OPERATION ...................................................................................................................... 10-18
PRIMARY Switch......................................................................................................... 10-18
MAX FLOW Switch ..................................................................................................... 10-18
BACKUP Switch .......................................................................................................... 10-19
LIMITATIONS ................................................................................................................... 10-19
Ice Protection Fluid....................................................................................................... 10-19
Solvent Usage ............................................................................................................... 10-20
Ice Accumulation .......................................................................................................... 10-20
EMERGENCY/ABNORMAL ........................................................................................... 10-20
QUESTIONS—STANDARD ............................................................................................. 10-21
QUESTIONS—TKS........................................................................................................... 10-22

ILLUSTRATIONS
Figure Title Page
10-1 Wing Ice Detector Light........................................................................................ 10-3
10-2 Windshield Ice Detector Light .............................................................................. 10-3
10-3 Propeller Anti-Ice Boot ......................................................................................... 10-4
10-4 DEICE/ANTI-ICE Switch Panel........................................................................... 10-4
10-5 Low Airspeed Annunciator.................................................................................... 10-6
10-6 Wing, Wing Strut, and Stabilizer Deice Boots...................................................... 10-8
10-7 Pneumatic Deice System Schematic ..................................................................... 10-9
10-8 Ice Protection Airframe Components.................................................................. 10-10
10-9 Anti-Ice Protection System ................................................................................. 10-12
10-10 Wing Inspection Light......................................................................................... 10-14
10-11 Ice Detection Light.............................................................................................. 10-14
10-12 Left Sidewall Switch Panel ................................................................................. 10-15
10-13 Anti-Ice Instrument Panel ................................................................................... 10-15
10-14 View of Fluid Sight Glass Through Cargo Pod Opening.................................... 10-17
10-15 A-ICE GAL Fluid Quantity Indication ............................................................... 10-17
10-16 Annunciator Indications ...................................................................................... 10-17

CHAPTER 10
ICE AND RAIN PROTECTION
INTRODUCTION
The ice and rain protection system on the Cessna Caravan I includes ice detection,
anti-icing, and deice systems. Ice detection systems exist for the windshield and wing.
Anti-ice systems include propeller anti-ice boots, windshield panel, pitot-static heat, en-
gine inertial separator, and heated stall warning vane. Deice systems include pneumatic
deice boots and are provided for the wings, wing struts, and stabilizers.
The TKS ice protection system on the Cessna Caravan I provides fluid-based anti-ice
protection to the wing panels, wing struts, and horizontal and vertical stabilizers, and
propeller. The fluid-based system replaces the pneumatic de-ice boots and electrother-
mal de-ice components common on the Caravan I.
GENERAL—STANDARD
This airplane is approved for flight into icing • Wing and wing strut leading-edge deice
conditions (as def ined by FAR Part 25 contin- boots
uous maximum and maximum intermittent • Horizontal stabilizer leading-edge deice
icing envelopes) only if the following Cessna boots
and FAA-approved equipment is installed and
is fully operational: • Main landing gear leg boots (with cargo
pod installed)

• Cargo pod nosecap boot (with cargo pod may not be achievable due to the
installed) residual ice build-up.
• Vertical stabilizer leading-edge deice
boots The in-flight ice protection equipment does not
• Propeller anti-ice boots remove ice, snow, or frost accumulations from
a parked airplane suff iciently to ensure a safe
• Windshield anti-ice panel takeoff or subsequent flight. Employ other
• Pitot-static tube heat system (left) means (such as a heated hangar or approved
deicing solutions) to ensure that all wing,
• Standby electrical system strut, tail, control, propeller, and windshield
• Wing inspection light surfaces, as well as the fuel vents, main land-
ing gear, and cargo pod nosecap are free of ice,
• Engine iner tial separator (required snow, and frost accumulations. Also ensure
equipment on standard airplane) there are no internal accumulations of ice or
• Heated stall warning system (included debris in the control surfaces, engine intakes,
equipment on standard airplane) pitot-static system ports, and fuel vents prior
to takeoff.
• Low Airspeed Awareness (LAA) System
WARNING
If the aircraft has the following equipment, it
must be operational (refer to Section 2 and If these requirements are not accom-
S u p p l e m e n t S - 1 o f t h e P i l o t O p e ra t i n g plished, aircraft performance is de-
Handbook (POH) for a complete listing of graded to a point where a safe takeoff
other required equipment): and climb out may not be possible.
• Larger heated windshield
• Windshield ice detector light RATE OF CLIMB
Ice accumulation on the airframe may cause
The “Known Icing Equipment” package pro- a loss in rate of climb. Expect the service ceil-
vides adequate in-flight protection during nor- ing of the airplane to be significantly reduced.
mally encountered icing conditions that are With some ice accretions, climbing to exit
produced by moisture-laden clouds. It does not icing conditions may not be an option. Even
necessarily provide total protection under ab- after cycling the deice boots, residual ice on
normally severe conditions, such as those that the airframe can result in a decrease in climb
exist in areas of freezing rain. Nor does it nec- performance and service ceiling compared to
essarily provide complete protection for con- a clean airframe.
tinuous operation in extremely widespread
areas of heavy cloud moisture content. During While some unusual ice accretions may result
all operations, the pilot must exercise good in even lower performance than published in the
judgment and be prepared to alter the flight if POH, this performance is deemed representa-
conditions exceed the capacity of the ice pro- tive of a significant ice accretion and is based
tection equipment or if any component of this on actual flight experience.
equipment fails.
Observe applicable notes in the Performance
NOTE section of the POH for performance losses that
When icing conditions are encoun- are associated with the inertial separator in BY-
tered, immediately leave these con- PASS and cabin heat ON.
ditions before performance is
degraded to the point where a climb For more information concerning perform-
(normally the best action to take) ance and emergency procedures, refer to the
POH, Section 9, S1.

ICE DETECTION
SYSTEM
COMPONENTS
Wing Inspection Light
A wing inspection light is flush-mounted in the
left wing leading edge-to-fuselage fairing to
facilitate the detection of wing ice at night by
lighting the leading edge of the wing (Figure
10-1). The light is protect by the ICE DET
LIGHT circuit breaker on the CB panel. Figure 10-2. Windshield Ice Detector
Light
DAY–NIGHT Switch
A DAY–NIGHT switch is immediately left of
the annunciator panel. The switch activates
the windshield ice-detector light.
Operation
To activate the windshield ice-detector light,
move the DAY–NIGHT switch to the NIGHT
position. Do not rely upon the windshield ice-
detector light as the only means to detect ice.
Figure 10-1. Wing Ice Detector Light
ANTI-ICE SYSTEM
Windshield Ice Detector Light
A red windshield ice-detector light is on the PROPELLER ANTI-ICE BOOT
lower inboard portion of the pilot windshield SYSTEM
(Figure 10-2). If the windshield is clear of
ice, a distinct red circle is present above the
light. If the windshield is contaminated, the red
Description
circle becomes more diffused and the area of The propeller anti-ice boot system provides
red light increases. protection against icing through the use of
electrically heated boots on the propeller blade
leading edges (Figure 10-3). The system is
CONTROLS AND INDICATIONS protected by the PROP ANTI-ICE CONT con-
trol circuit-breaker and the PROP ANTI-ICE
WING LIGHT Switch heater circuit breaker on the CB panel.
A two-position WING LIGHT toggle switch
is on the DEICE/ANTI-ICE switch panel. The Controls and Indications
switch is spring-loaded to the OFF position and The system is controlled by a three-position
must be held in the ON position to keep the PROP toggle switch, on the DEICE/ANTI-ICE
wing inspection light illuminated. switch panel (Figure 10-4):

can be undetected unless the amme-

ter is monitored continuously.
Operation
Verify proper operation of the anti-ice sys-
tem by monitoring the PROP ANTI-ICE AMPS
ammeter and the PROP ANTI-ICE and the
PROP ANTI-ICE CONT circuit breakers.
Limitations
Operation of the PROP toggle switch in the
MANUAL position is limited to 90 seconds
Figure 10-3. Propeller Anti-Ice Boot due to the possibility of run-back icing on
the unprotected, outer leading edges of the
propeller.
• AUTO position—Electric current flows
to an anti-ice timer, which cycles the
current simultaneously to the heating Propeller Anti-Ice Ammeter
elements in the anti-ice boots on the • Green arc—20 to 24 amps
three propeller blades at intervals of 90
seconds ON and 90 seconds OFF.
Emergency/Abnormal
• OFF
In the event of a malfunction in the anti-ice
• MANUAL—For emergency propeller timer, hold the PROP toggle switch in the
anti-icing lower MANUAL position to achieve emer-
gency propeller anti-icing.
NOTE
Propeller Anti-Ice System
An oil-operated pressure switch in Malfunction
the electrical circuit prevents the
propeller anti-ice boot system from Excessive vibration is an indication of uneven
operating in the AUTO position with- anti-icing of the propeller blades. If this occurs,
out the engine running. This pre- cycle the propeller control lever back and forth
vents potential damage to the and then return to the MAX setting. Verify the
propeller and associated anti-ice PROP ANTI-ICE and the PROP ANTI-ICE
components. A failure of this switch CONT circuit breakers are pushed in.
Figure 10-4. DEICE/ANTI-ICE Switch Panel

Check the propeller anti-ice ammeter for Controls and Indications

proper operation (20–24 amps for 90 seconds,
then 0 amps for 90 seconds). If the ammeter W/S Switch
continuously indicates zero amps, ensure the Windshield anti-icing is controlled by a three-
propeller anti-ice switch is in the AUTO po- position W/S toggle switch on the DEICE/
sition. Change the switch position to MAN- ANTI-ICE switch panel:
UAL and hold it there for 90 seconds. Repeat
the procedure at 90-second intervals. If the sit- • AUTO position—Electric current (regu-
uation continues, leave icing conditions as lated by a controller) flows to the anti-ice
soon as possible. panel to prevent the formation of ice in the
protected segment of the windshield.
WARNING • OFF position—Middle position.
• MANUAL position—used in the event
Operation in the MANUAL position of an emergency.
is limited to 90 seconds due to the
possibility of run-back icing on the The switch is protected by two circuit break-
unprotected, outer leading edges of ers on the CB panel: a W/S ANTI-ICE CONT
the propeller. control circuit breaker and a W/S ANTI-ICE
heater circuit breaker.
For further information, refer to the POH.
PRIMARY and SECONDARY
WINDSHIELD ANTI-ICE Switches
SYSTEM For aircraft equipped with the large sized
windshield heat panel, two three-position
Description PRIMARY and SECONDARY toggle switches
operate the system. The secondary heat ele-
The windshield anti-ice system assures ade- ment in the large windshield is slaved to the
quate visibility for a landing during flight con- temperature controller of the PRIMARY
ditions where ice may form on the windshield. panel. It only functions in AUTO if the PRI-
The original system included a detachable, elec- MARY switch is in the AUTO position and the
trically heated glass panel of approximately 19 automatic controller is operative. The large
inches high and 9 inches wide with the associ- anti-ice panel is protected by three “pull-off ”
ated control circuitry, and a single control type circuit breakers:
switch. Later SNs are standard with a larger
heated glass panel that is approximately 19 • W/S ANTI-ICE CONT
inches high, 18 inches wide, and incorporates • W/S ANTI-ICE PRIMARY
two heat elements and two switches. Both pan-
els mount to the base of the pilot windshield uti- • W/S ANTI-ICE SEC
lizing a spring-loaded quick-release pin.
WINDSHIELD ANTI-ICE Annunciator
NOTE The WINDSHIELD ANTI-ICE annunciator
Stow the panel using the provided is on the pilot annunciator panel. It illuminates
padded cover to prevent scratches, to indicate the system is operating.
breakage, and wiring damage.
Operation
Install the heated glass panel whenever icing
conditions are a possibility during a proposed
flight, especially if the freezing level is near
or at the surface.

Circuit Breakers
CAUTION
The system is protected by the LEFT PITOT
Inadvertent, prolonged ground oper- HEAT and RIGHT PITOT HEAT circuit break-
ation of the heated anti-ice panel ers on the CB panel.
without the engine r unning may
cause damage to the panel and may Low Airspeed Awareness System
cause crazing of the windshield.
On aircraft with a low airspeed awareness sys-
tem installed with SK208-171, a BELOW ICING
Emergency/Abnormal MIN SPD advisory annunciator is just above the
annunciator panel (Figure 10-5). This annunci-
Cycle the W/S toggle switch (small panel) or ator illuminates when the propeller anti-ice
the PRIMARY switch (large panel) to OFF switch is in the AUTO position and the indicated
and then to AUTO. Ensure the W/S ANTI-ICE airspeed is less than 110 kts. It illuminates with
and the W/S ANTI-ICE CONT circuit break- a white background. After initially obtaining 110
ers are pushed in. Verify the green WIND- kts after takeoff, any subsequent airspeed de-
SHIELD ANTI-ICE annunciator is crease below this value causes the annunciator
illuminated. If the annunciator does not illu- to illuminate with an amber background and
minate, place the W/S switch (small panel) to flash. An aural horn also sounds to alert the
MANUAL and hold it there. For large panels, pilot to take appropriate action to increase air-
p l a c e t h e P R I M A RY a n d S E C O N DA RY speed. For approaches with flaps at 10° or 20°,
switches to MANUAL and hold them there. If cancel the horn by pushing the switchlight. The
either the PRIMARY or SECONDARY heat el- aural horn ceases and the light illuminates a
ements malfunction, proceed to your destina- steady white color.
tion and plan a straight in approach. For further
information, refer to the POH.
PITOT-STATIC HEAT SYSTEM

Description
A pitot-static heat system assures proper air-
speed indications if icing conditions are en-
countered. The system prevents ice formation,
rather than removing it after it is formed.
Components
Figure 10-5. Low Airspeed Annunciator
The system consists of heating elements in
the left and right pitot-static tubes.
Airspeed Reminder Bug
Controls and Indications (if installed by SK208-171)
A green reminder bug is on a ring on the out-
PITOT/STATIC HEAT Switch side of the airspeed indicator. This bug may be
A two-position PITOT/STATIC HEAT toggle set at initial indicated cruise speed to aid the pilot
switch is on the DEICE/ANTI-ICE switch in monitoring airspeed loss due to ice accretion.
panel. When the switch is in the ON position,
the elements in the pitot-static tube are heated
electrically to maintain proper operation dur-
ing icing conditions.

Emergency/Abnormal STALL WARNING SYSTEM

Verify the LEFT PITOT HEAT and the RIGHT Description and Operation
PITOT HEAT circuit breakers are pushed in.
If ice begins to form near the static port of the The stall warning vane and sensor unit in the
left pitot-static tube, or if erroneous reading wing leading edge is equipped with a heating
on the pilot flight instruments are suspected: element. The heated part of the system is op-
erated by the STALL HEAT switch on the
• Refer to the right flight panel instruments DEICE/ANTI-ICE switch panel and is pro-
• Pull the static pressure alternate source tected by the STALL WRN circuit breaker on
valve to the ON position the CB panel.
• Refer to section 5 in the POH for air-
speed and altimeter corrections when Limitations
using the alternate static air source
Ice accumulation on the airframe may result
in a 20 KIAS increase in stall speed. Either buf-
ENGINE INERTIAL SEPARATOR fet or aural stall warning should be treated as
SYSTEM an imminent stall.
Description WARNING
An inertial separator system is in the engine The aural stall warning system does
air inlet duct to prevent ice buildup on the not function properly in all icing
compressor inlet screen. conditions and should not be relied
upon to provide adequate stall warn-
Controls and Indications ing when in icing conditions.
INERTIAL SEPARATOR Control Handle
An INERTIAL SEPARATOR control handle is
Emergency/Abnormal
on the lower instrument panel. The handle has If ice is observed forming on the stall warn-
two positions: ing vane or its mounting plate, verify the
STALL WARN circuit breaker is pushed in.
• BYPASS-PULL position—Use when
flying through visible moisture such as With continued ice buildup, expect no stall
clouds, rain, snow, and ice-crystals with warning horn during slow speed operation.
an outside air temperature of 4°C or Monitor airspeed closely.
less. Use also for ground operations or
takeoffs from dusty or sandy f ield con-
ditions to minimize ingestion of foreign DEICE SYSTEM
particles into the compressor.
• NORMAL-PUSH—All other operations DESCRIPTION
The pneumatic deice boot system on the lead-
Operation ing edges of the wings, wing struts, and hori-
zontal and vertical stabilizers removes ice after
Refer to the charts in the POH for perform- accumulation in flight (Figures 10-6 and 10-7).
ance changes associated with the inertial sep-
arator in the BYPASS position. The deice boots expand and contract using
pressure from the engine bleed-air system.
More operation of the engine inertial separa- Normally, when the engine is running, vacuum
tor is discussed in Chapter 7—“Powerplant.” is applied to all boots to hold them against the

Figure 10-6. Wing, Wing Strut, and Stabilizer Deice Boots
leading-edge surfaces. When a deicing cycle • Supply lines

is initiated, the vacuum is removed and pres-
• Pneumatically operated surface deice
sure is applied to inflate the boots. Ice on the boots
boots is then removed by normal in-flight air
forces when the aircraft is loaded within the
normal center-of-gravity limits. CONTROLS AND INDICATIONS
When an automatic deicing cycle is initiated, BOOT PRESS Toggle Switch
the DE-ICE PRESSURE annunciator illumi-
nates (within approximately 3 seconds) and re- A three-position BOOT PRESS toggle switch,
mains on for approximately 3 seconds. This on the DEICE/ANTI-ICE switch panel controls
illumination cycle repeats for each portion of the normal operation of the deicing system.
the inflation sequence. If necessary, the sys- When the system is activated, a pressure in-
tem may be recycled 6 seconds after the com- dicator light on the annunciator panel illumi-
pletion of a cycle. The absence of illumination nates each time a boot zone is inflated. The
during any one of the 3 sequences of a cycle system is protected by a DE-ICE BOOT cir-
indicates insuff icient pressure for proper boot cuit breaker on the lower circuit breaker panel.
i n f l a t i o n a n d e ff e c t iv e d e i c i n g a b i l i t y.
Additionally, any deviation from the sequence OPERATION
described above could indicate a malfunction
of some other portion of the system. If this oc- Each time a deicing cycle is desired, press the
curs, avoid icing conditions. BOOT PRESS switch to the AUTO position
and release. This initiates the deicing inflation
cycle according to the following sequence:
COMPONENTS 1. The horizontal and vertical stabilizer
System components include: boots inflate for approximately 6 seconds.
• Pressure line—Leads from the engine 2. The inboard wing, main landing gear,
bleed-air system pressure regulator to and cargo pod nosecap boots inflate for
the vacuum ejector approximately 6 seconds.
• Three flow control valves and pressure
switches 3. The outboard wing boots and wing strut
boots inflate for approximately 6 seconds.
• Timer

P3 BLEED AIR BL
BLEED AIR PRESSURE
RE
REGULATOR (18 PSI)
EJECTOR FLOW
CONTROL VALVE
RELAY
PROP PRESSURE SWITCH
HEAT (15 PSI)
TIMER OIL PRESSURE
SWITCH
FIREWALL
W/S
PRIMARY
WINDSHIELD
ANTI-ICE
CONTROLLER
W/S SENSE ELEMENT
SECONDARY
BOOT EJECTOR FLOW

TIMER CONTROL VALVES
PRESSURE SWITCHES
(15 PSI)

LH OUTBD WING LH INBD WING RH INBD WING RH OUTBD WING
LH WING STRUT RH WING STRUT
LEGEND LH GEAR RH GEAR
P3 BLEED AIR
REGULATED BLEED AIR (18 PSI) POD
1ST CYCLE
VERTICAL
2ND CYCLE STABILIZER
3RD CYCLE LH HORIZONTAL STABILIZER RH HORIZONTAL STABILIZER

ELETRICAL POWER
Figure 10-7. Pneumatic Deice System Schematic
10-9
EMERGENCY/ABNORMAL ken engine bleed-air line. Leave icing condi-

tions as soon as possible using nonvacuum
Timer Malfunction powered instruments for attitude information.
I f t h e t i m e r c o n t r o l l i n g t h e d e i c e cy c l e Refer to the POH for further information on
malfunctions, hold the BOOT PRESS switch vacuum instrument malfunctions.
in the MANUAL position to simultaneously in-
flate all of the deice boots. If necessary, stop
the system at any point in the cycle by pulling
the DE-ICE BOOT circuit breaker. GENERAL—TKS
The fluid-based ice and rain protection system
Wing, Wing Strut, Main Landing exudes a filmy ice protection fluid (TKS fluid)
Gear Leg, Cargo Pod Nosecap, from porous panels on the leading edges of the
Stabilizer System Malfunctions aircraft (Figure 10-8). The fluid minimizes
ice formation on all lifting surfaces, propeller
The deice pressure annunciator illuminates 3 blades, wings, wing struts, and horizontal and
times, approximately 3 seconds each time , dur- vertical stabilizers. When the system is acti-
ing the 18-second cycle. If this does not occur, vated in-flight, the ice protection fluid flows
verify the DE-ICE BOOT circuit breaker is backwards over the upper and lower surfaces.
pushed in, and check the suction gage.
A fluid slinger on the propeller provides ice
If the instrument vacuum is below normal protection for the propeller and generates
and/or if there is an audible leak in the forward further ice protection for the fuselage and
cabin or left wing root area, there may be a bro- cargo pod forward surfaces. Two, positive
LASER DRILLED TITANIUM

POROUS PANELS
SLINGER RING WINDSHIELD FLUID TANK AND

FOR PROPELLER SPRAY BAR EQUIPMENT PACK–PUMPS,
FILTERS, TIMERS
Figure 10-8. Ice Protection Airframe Components

displacement, constant volume metering plete removal of contamination, con-

pumps supply fluid to the panels and product a visual and tactile inspection up
peller. Single and combined pump operation to 2 feet behind the protected surfaces
and timed pumping provide a range of flow at one location along the wing span as
rates for different icing conditions. An on- a minimum. Also, make sure the con-
demand gear pump supplies fluid to the wind- trol surfaces contain no internal accu-
shield spray bar for clear vision through the mulations of ice or debris. If these
windshield (Figure 10-9). requirements are not performed, air-
craft performance will be degraded
T h e a i r c r a f t i s a p p r ove d f o r f l i g h t i n t o to a point where a safe takeoff and
known icing conditions, as def ined by 14 climb out may not be possible.
CFR, Par t 23, and for use in continuous
maximum and maximum intermittent icing WARNING
envelopes, as def ined by 14 CFR, Part 25,
Appendix C, Pilot’s Operating Handbook Prior to flight in known or forecast
and Airplane Flight Manual (POH/AFM). icing conditions, check that
The aircraft is approved for flight into such PITOT/STATIC tube(s) and STALL
conditions only if the following Cessna and warning heaters are warm to touch
FAA-approved equipment is installed and after positioning the P/S HEAT LOW
fully operational: A / S AWA R E a n d S TA L L H E AT
• Ice protection system, including porous switches to ON for 30 seconds, and
panels on the leading edges of the wing, then OFF. Ensure that the pitot cov-
horizontal and vertical stabilizers, wing ers are removed prior to positioning
struts, propeller fluid slinger ring, and the P/S HEAT LOW A/S AWARE
windshield spray bar switch to ON.
• Alternate static source
• Left and right heated pitot-static tubes The known anti-ice protection system provides
adequate in-flight protection during normally
• Wing inspection light encountered icing conditions produced by mois-
• Engine-driven generator ture-laden clouds. The system does not provide
complete protection under severe conditions,
• Engine inertial separator such as those that exist in areas of freezing rain.
• Heater and defroster Nor does it provide complete protection for
continuous operation in widespread areas of
• Standby electrical system icing conditions.
• Windshield ice detector light
During operation under any conditions, exer-
• Heated lift detector (stall warning system) cise good judgment and be prepared to alter
• Low Airspeed Awareness System the flight if conditions exceed the capacity of
the ice protection equipment or if any compo-
• McCauleyPropeller: nent of this equipment fails.
3GFR34C703/106GA-0
• Cargo pod WARNING
WARNING The in-flight ice protection equip-

ment does not remove ice, snow, or
It is essential in cold weather to remove frost accumulation from a parked air-
even the smallest accumulations of craft. Use other deice methods, such
frost, ice, snow, or slush from the wing as a heated hangar or approved deic-
and control surfaces. To assure coming solutions, to remove all frost,
ice, snow, or slush accumulation from

10-12
EQUIPMENT PACK ASSEMBLY
(IN THE CARGO POD)
FILTERS HIGH PRESSURE

SWITCH
LEGEND
DEICE FLUID VENT VENT
PROPORTIONING
UNIT ASM P
FLUID LOW
LEVEL LEVEL
SENDER SWITCH
METERING
TO WING PUMPS
STRUT

SOLENOID CRACKING
VALVE VALVES
WINDSHIELD (CHECK VALVES)
PUMP
LOW PRESSURE
SWITCHES
PROPELLER P
PROPORTIONING
UNIT
WINDSHIELD
SPRAYBAR PROPORTIONING UNIT
P
Figure 10-9. Anti-Ice Protection System

the wings, str uts, tail, propeller, FLUID TANK

windshield, fuel vents, main landing
gear, and cargo pod. A 20.8 gallon tank and an equipment pack in
the cargo pod are used to apply fluid to the
leading edges, propeller, and windshield. A
WARNING service port for the tank is on the left side of
the cargo pod, near the left main landing gear.
Ice accretion outside of a cloud is not
defined by CFR 25, Appendix C, in the
POH/AFM. Flight in such conditions EQUIPMENT PACK
requires immediate exit.
The equipment pack consists of:
Before takeoff, ensure that no internal ice or • Two metering pump—pump No.1 and
pump No. 2
debris accumulation exists on the control sur-
faces, engine intakes, pitot-static system ports, • On-demand gear pump
and fuel vents. • Fluid system f ilters
Ice accumulation on the airframe can reduce • Fluid level sender
the rate of climb and the service ceiling. • Low fluid switch
Depending on the ice accretions, climbing in
order to exit the icing condition can be impos- • High pressure switch
sible. Although unusual ice accretions can re- • Cracking (check) valves
sult in lower performance than published in the
POH/AFM, the published performance is based • Solenoid
on flight test data. Observe the applicable • Wire harness
n o t e s i n t h e Pe r f o r m a n c e s e c t i o n o f t h e
POH/AFM for performance losses associated • Timers (see Figure 10-9)
with the INERTIAL SEPARATOR handle po- The metering pumps propel fluid as needed
sitioned to BYPASS and the BLEED AIR through nylon tubes from the tank through
HEAT switch positioned to ON. For more in- microf ilters to the leading edge surfaces and
formation, refer to the POH/AFM. propeller. The microf ilters remove contami-
nants from the fluid and prevent blockage of
the porous panels.
COMPONENTS
Four proportioning units distribute the fluid
The aircraft ice protection components in-
to each porous panel and the propeller slinger
clude the ice protection system and a heated
ring. As such, the left wing and strut, the right
pitot-static and stall warning system. The ice
wing and strut, the vertical and horizontal sta-
protection system includes the following
bilizers, and the propeller slinger ring each
components.
have a dedicated proportioning unit.
PROTECTION PANELS PROPELLER SLINGER RING

The outer skin of the ice protection panels are
A fluid slinger ring and feed nozzle on the pro-
0.9 mm titanium, which provides strength, dura-
peller delivers ice protection to the propeller. The
bility, lighter weight, and corrosion resistance.
propeller ice protection fluid runs back toward
the fuselage during flight, providing further ice
The panel skin is perforated with laser-drilled
protection to the fuselage, cargo pod forward sur-
holes 0.0025 inches in diameter, 800 per square
faces, and gear struts.
inch). The porous panels provide even fluid cov-
erage from best rate-of-climb speed to V MO .

WINDSHIELD SPRAY BAR The light is controlled with the two-position

WING LIGHT switch on the ANTI-ICE switch
A windshield spray bar on the pilot forward panel. The switch is spring-loaded to the off
line of sight windshield cleans ice obstructions position and must be held in the on position
from the windshield. Fluid is provided on de- to illuminate the wing inspection light.
mand by a dedicated gear pump.
The light is protected by the ICE DET LIGHT
circuit breaker on the CB panel.
PITOT-STATIC AND STALL
HEAT SYSTEM
ICE DETECTION LIGHT
A pitot-static heat system assures proper air-
speed indications and prevents ice formation A red ice detection light is on the lower inboard
if conditions are conducive to icing. The sys- portion of the pilot windshield (Figure 10-11).
tem consists of heating elements in the left and If the windshield is clear of icea distinct red cir-
right pitot-static tubes. cle is present above the light. If the windshield
is contaminated, the red circle becomes more dif-
A heating element in the stall warning vane and fused and the area of red light increases.
sensor on the left wing leading edge.
ENGINE INERTIAL SEPARATOR

SYSTEM
The inertial separator system in the engine
air inlet duct prevents ice buildup on the com-
pressor inlet screen.
WING INSPECTION LIGHT

A wing inspection light is flush-mounted in the
Figure 10-11. Ice Detection Light
left wing leading edge-to-fuselage fairing.
The light allows visual detection of ice accu-
mulation on the wing and is required for flight
into known icing conditions (Figure 10-10). LOW AIRSPEED AWARENESS
SYSTEM
In TKS equipped aircraft, the low airspeed
awareness (LAA) system is designed to warn the
pilot when airspeed falls below 97.5 ± 2 knots
while operating in icing conditions.
When the P/S HEAT / LOW A/S AWARE

switch is tur ned ON prior to takeoff, the
BELOW ICING MIN SPD annunciator illumi-
nates white indicating that the airspeed is
below the threshold of 97.5 ± 2 knots. Once
the airspeed exceeds the threshold, the annun-
ciator extinguishes. If the airspeed falls back
below the threshold, the annunciator alter-
nates between amber and white and the stall
Figure 10-10. Wing Inspection Light

warning horn sounds intermittently until the

airspeed is increased above the threshold. PRIMARY ANTI-ICE
ANTI- GAGE
Pressing the flashing annunciator silences the ICE
stall warning horn and causes the annuncia-
tor to stop flashing. The annunciator remains
illuminated solid white as long as the airspeed
is below 97.5 ± 2 knots.
Aircraft equipped with an autopilot must have

the autopilot disconnected when the flashing
amber and white annunicator is activated.
W/S BACKUP
ANTI- ANTI-
ICE ICE
CONTROLS AND
INDICATIONS
The ice and rain protection system is powered
by 28 VDC from Bus 1 and Bus 2 of the elec-
trical system (Figure 10-12). Three switches on
the ANTI-ICE control panel are used to con- Figure 10-12. Left Sidewall Switch Panel
trol the system (Figure 10-13).
The OFF position terminates the selected
PRIMARY SWITCH operation.
The HIGH position arms the low pressure,
high pressure, and low level sensors for active MAX FLOW SWITCH
operation, and runs pump No. 1 continuously.
The MAX FLOW switch is used in heavy or
The NORM position also arms the low pres- severe icing conditions. When the switch is po-
sure, high pressure, and low level sensors for sitioned to MAX FLOW AIRFRAME (up),
active operation, but cycles both pumps on the spring-loaded switch activates the MAX
for 20 seconds, and then off for 100 seconds. FLOW AIRFRAME operation, and then re-
The NORM position represents the lowest turns immediately to the center position.
fluid flow rate of the system.
Figure 10-13. Anti-Ice Instrument Panel

The NORM or HIGH position must be selected switch is protected by the STALL WARN cir-
on the PRIMARY switch in order to select MAX cuit breaker on the CB panel.
FLOW AIRFRAME operation.
The MAX FLOW AIRFRAME position runs INERTIAL SEPARATOR

both metering pumps for 2 minutes, and then CONTROL HANDLE
returns the pumps to NORM or HIGH as se-
lected on the PRIMARY switch. The MAX The INERTIAL SEPARATOR control han-
FLOW AIRFRAME operation cycles until the dle on the lower instrument panel has two
operation times out after 2 minutes or until the positions:
PRIMARY switch is positioned to OFF. • BYPASS—Use when flying through vis-
ible moisture such as clouds, rain, snow,
The spring-loaded WINDSHIELD position is and ice-crystals with an outside air tem-
for intermittent clearing of the pilot forward perature (OAT) of 5°C (41°F) or lower.
windshield as needed. The WINDSHIELD po- Use also for ground operations or take-
sition activates an independent gear pump, off from dusty or sandy f ield conditions
which supplies fluid to the pilot windshield. to minimize ingestion of foreign parti-
The pump runs for 4 seconds upon release of cles into the compressor.
the switch. • NORMAL—Use for all other operations.
BACKUP SWITCH Refer to the POH/AFM for perfor mance

changes associated with the INERTIAL SEP-
The BACKUP switch provides redundancy ARATOR handle operations.
if the other operations are inoperable. The
BACKUP switch activates an independent
electrical system (circuit breakers, wire ANTI-ICE FLUID QUANTITY
bundle, and switch), which runs metering GAGE
pump No. 2 continuously. When the switch
is positioned to ON, the low pressure sen- The fluid level sensor in the fluid tank moni-
sor is armed. The windshield pump operates tors fluid quantity (Figure 10-14). The fluid
i n d e p e n d e n t l y o f t h e P R I M A RY a n d level sender transmits an electrical signal to
BACKUP switch positions. the fluid quantity gage, based on the fluid
level (Figure 10-15).
P/S HEAT / LOW A/S AWARE The triangular tic mark above the 10 gallon
SWITCH mark shows the minimum dispatch quantity
of TKS fluid. The triangular tic mark at the
The two-position P/S HEAT / LOW A/S start of the yellow band shows 20 minutes of
AWARE switch, when positioned to ON endurance remaining while operating in
provides electrical heat to the pitot-static NORM. The start of the red band shows 5
tubes for proper operation or the aircraft minute endurance while operating in NORM.
during icing conditions.
The LEFT PITOT HEAT and RIGHT PITOT FLUID TANK SIGHT GLASS
HEAT circuit breakers on the CB panel pro- A fluid tank sight glass is near the filler assem-
tect the pitot-static heat system. bly inside the cargo pod access door, forward of
the left main landing gear (Figure 10-14). The
STALL HEAT SWITCH witness mark on the sight glass is used to deter-
mine the proper fluid quantity for dispatch into
The STALL HEAT switch controls the heating known or forecast icing conditions. The sight
element in the stall warning vane and sensor. The glass is viewed through the cargo pod door.

FILLER
ASSEMBLY
Figure 10-15. A-ICE GAL Fluid Quantity

Indication
CAUTION
The sight gage in the cargo pod is the
only approved means of assuring ad-
equate fluid quantity prior to flight
into known or forecast icing cond-
tions. The fluid level ball must be
above the minimum dispatch quan-
tity line (11.7 U.S. Gallons) with
t h e a i r p l a n e l eve l t o m a ke s u r e
proper indication.
SYSTEM ANNUNCIATOR
MINIMUM DISPATCH FLUID The ice protection system annunciator is lo-
QUANTITY LINE LEVEL
(11.7 GALLONS) BALL
cated under the instrument panel glare shield
above the annunciator panel (Figure 10-16).
Figure 10-14. View of Fluid Sight Glass
Through Cargo Pod Opening
To ensure minimum dispatch quantity, per-

form the following steps:
1. Ensure that the aircraft wings are in a
level attitude. If the aircraft rests on a
slope, the nose must be aligned up or
down with the slope. Figure 10-16. Annunciator Indications
2. Ensure that the bottom of the fluid ball

inside the sight gauge is above the min- WARN (red)—Indicates low fluid pressure in
imum dispatch line. the system (lack of fluid, empty tank, or rup-
tured line). Activated by two low pressure

switches downstream of the tail proportion- PRIMARY SWITCH

ing units. If a low pressure condition exists,
the WARN annunciator cycles on and off HIGH Position
every 2 minutes.
The HIGH position (up) arms the low pres-
CAUT (caution) (amber)—Indicates system sure, high pressure, and low level sensors
fluid pressure exceeds 150 psi, and system for active operation, and runs pump No. 1
f iltering is restricted. Activated by a high continuously.
pressure switch between the metering pumps
and f ilters. Indicates fluid level remaining is To use the high operation, position the PRI-
approximately 2 gallons, or approximately 20 MARY switch to HIGH (up). To terminate
minutes remaining. Activated by a fluid low pump operation, position the PRIMARY switch
level switch in the tank. to OFF.
ANTI-ICE ON (white)—Indicates that the PRI- NORM Position

MARY switch is positioned to NORM or HIGH
and the system is in normal or high operation The NORM position arms the low pressure,
respectively. high pressure, and low level sensors for active
operation, and cycles both pumps on for 20 sec-
onds, and then off for 100 seconds.
NOTE
Except for the disappearance of the To use normal operation, position the PRI-
white ANTI-ICE ON annunciator, MARY switch to NORM (center). To terminate
the system provides no other indica- pump operation, position the PRIMARY switch
tion if the anti-ice protection sys- to OFF.
tem fails.
MAX FLOW SWITCH
OPERATION AIRFRAME Position
The fluid control system has the following The max flow airframe operation is used in
operations: heavy or severe icing conditions.
• PRIMARY switch To activate the max flow airframe operation,
position the PRIMARY switch to NORM or
° HIGH HIGH, and then position the MAX FLOW
° NORM switch to AIRFRAME (up).
° OFF The spring-loaded switch activates the oper-
• MAX FLOW switch ation, and then returns immediately to the cen-
t e r p o s i t i o n . M a x i m u m f l u i d f l ow w i l l
° AIRFRAME terminate after 2 minutes of operation or po-
° WINDSHIELD sitioning the PRIMARY switch to OFF.
• BACKUP switch
° ON Fluid Consumption
° OFF The following switch operations have the
following endurance levels with a full tank
of fluid:
• PRIMARY switch

bundle, and switch), which runs metering pump

° NORM—3 hours 25 minutes No. 2 continuously in the HIGH position.
° HIGH—1 hour, 20 minutes
• MAX FLOW switch To use the backup operation, position the
backup switch to ON (up). Note that the wind-
° AIRFRAME—40 minutes shield pump operates independently of the
• BACKUP switch PRIMARY and AIRFRAME positions.
° ON—1 hour, 20 minutes

If low pressure is indicated, position the PRI- LIMITATIONS
MARY switch to OFF, and then position the
BACKUP switch to ON. ICE PROTECTION FLUID
WINDSHIELD Position Fluid Requirements
Use the WINDSHIELD position for intermittent The ice protection fluids used in the aircraft
operation of the windshield spray bar to clear must meet DTD-406B specif ications.
the pilot forward vision windshield as needed. Approved ice protection fluids are 80 to 85%,
To use the windshield spray bar, position and TKS fluid, 5% isopropyl alcohol, and 10 to
hold the MAX FLOW switch to the WIND- 20% deionized water. Fluid density is approx-
SHIELD position. imately 9.2 lbs/gal. For health and environmen-
tal information, refer to the applicable material
Holding the spring-loaded switch at the WIND- safety data sheets (MSDS).
SHIELD position releases windshield fluid
continuously. Releasing the switch returns it DTD-406B fluids can be purchased under the
to OFF (center) and terminates windshield following brand names:
pump operation 4 seconds later. The timer in- • AVL-TKS (Aviation Laboratories)
terval applies an optimum burst of fluid to
the windshield. • TKS-Fluid (DW Davies)
• AeroShell ® Compound 07
CAUTION • AL-5
Do not run the windshield pump con-
tinuously for more than 10 seconds, The fluid is not limited to these suppliers as long
and allow at least 10 seconds be- as the fluid meets specification DTD-406B. Fluids
tween operations. The windshield conforming to this specification can be mixed in
takes approximately 30 seconds to the aircraft tank in any proportion.
clear after the MAX FLOW switch is
released. WARNING
Do not use automobile anti-freeze
BACKUP SWITCH fluid in the ice protection system.
Anti-freeze fluid can contain addi-
ON Position tives that can damage the porous
panels or other system components.
Use the BACKUP switch if the PRIMARY or Do not, under any circumstance, add
MAX FLOW switches are not functioning. any form of thickened deice fluid
The BACKUP switch activates an independ- intended for runway or parked air-
ent electrical system (circuit breaker, wire craft to the ice protection system.

Minimum Dispatch Quantity ICE ACCUMULATION

The fluid tank has a capacity of 20.8 gallons. Ice accumulation on the airframe can result
The minimum fluid quantity required for dis- in a signif icant increase in stall speed. Treat
patch is 11.7 gallons. Fluid quantity must be buffet or an aural stall warning as an immi-
verif ied using the fluid tank sight gauge. nent stall.
WARNING
Post-Operation Precautions
After system operation, ice protection fluid The aural stall warning may not func-
continues to weep from the panels as the pres- tion properly in all icing conditions.
sure bleeds down and the panel reservoirs empty. Do not rely only upon the aural stall
warning to provide adequate warning
CAUTION in icing conditions.
Use caution around areas with ice pro-

tection fluid on the floor. The fluid, es- For additional information on limitations of the
pecially on a painted floor, creates a anti-ice protection system, refer to the Pilot’s
very slick surface. To prevent slip- Operating Handbook and Aircraft Flight
ping accidents, remove the fluid from Manual (POH/AFM).
the floor immediately.
SOLVENT USAGE
EMERGENCY/
ABNORMAL
Certain solvents can damage the plastic mem-
brane in the porous panels, par ticularly For specific emergency/abnormal procedures,
methyl ethyl ketone (MEK), acetone, lac- refer to the POH/AFM.
quer thinner, and other types of solvents.
Mask the panels when painting the aircraft
or when using these solvents on components
near the panels. Wash the panels with soap
or mild detergent and water, using a brush or
lint-free cloth. Only the following solvents
are permitted for use on the panels:
• Water (with soaps or detergents)
• Aviation gasoline
• Isopropyl alcohol
• Industrial methylated spirit
• Approved ice protection fluids
• Aviation turbine fuel
• Ethyl alcohol
• Approved TKS Ice Protection System
Fluids

QUESTIONS—STANDARD
1. The anti-icing/deicing systems on the 6. When the BOOT PRESS switch is moved
Caravan I airplanes use: to the MANUAL position:
A. Electric power A. All deice boots inflate simultaneously.
B. Bleed air B. One three-segment deice cycle is
C. Hydraulic power initiated.
D. Both A and B C. Only the wing leading edge boots
inflate.
D. None of the above.
2. Each segment of the wing surface deice
boot inflation cycle lasts for approximately:
A. 3 seconds 7. The windshield anti-ice panel can be used:
B. 6 seconds A. To remove ice from the windshield
C. 9 seconds prior to starting
D. 12 seconds B. To prevent ice from forming on the
windshield
C. Instead of using the deicing boots
3. The windshield, propeller, and pitot-static D. Both A and B
anti-ice systems are intended to be used:
A. After entering icing conditions
8. The standby electrical system:
B. To remove ice from their respective
surfaces A. Has the same capacity as the main
C. To prevent ice accumulation electrical system
D. Only in freezing rain conditions B. Can be used only for starting the engine
C. Is powered by a belt-driven alternator
D. Is used to power the deice/anti-ice
4. The wing, wing strut, and stabilizer deice system only
boots are intended to be used:
A. To prevent ice accumulation
9. The windsheild ice detector light is used:
B. After 1/4 to 3/8 inch of clear ice or 1/2
to 3/4 inch of rime has accumulated A. Momentarily to detect ice accumula-
C. Continuously tions at night
D. During flight in instrument conditions B. At all times during flight in icing
conditions
C. Only when visible moisture is present
5. When the BOOT PRESS switch is moved D. Also as a courtesy light on the ground
to the AUTO position:
A. All deice boots inflate simultaneously.
10. Maximum weight for flight into known
B. One three-segment deice cycle is icing condition for a 208B aircraft with a
initiated. PT6A-114A powerplant and cargo pod is:
C. The deice boots inflate automatically
every 30 seconds. A. 6,000 pounds
D. The deice boots inflate automatically B. 8,550 pounds
every 18 seconds. C. 8,000 pounds
D. 8,750 pounds

QUESTIONS—TKS
1. The in-flight ice protection equipment 6. When the anti-ice fluid control switch
provides: operates in NORM, an indication at the
A. Unlimited ability to operate in icing top of the red arc on the quantity gage
conditions indicates:
B. Ice protection through use of bleed air A. 10 minutes or less of fluid remain
C. Adequate ice protection during nor- B. 5 minutes or less of fluid remain
mal icing conditions C. 2.5 minutes or less of fluid remain
D. The ability to de-ice the aircraft on the D. 1 minute or less of fluid remains
ramp
7. The maximum endurance level with a

2. The anti-ice fluid tank has a capacity of:
fully serviced anti-ice fluid tank in
A. 15 gallons
NORMAL is:
B. 20.8 gallons
A. 5 hours
C. 11.7 gallons
B. 3 hours 25 minutes
D. 9.3 gallons
C. 2 hours
D. 1.5 hours
3. The standby electrical power system is
required to be installed and functional for:
8. The maximum endurance level with a
A. IMC conditions
fully serviced anti-ice fluid tank in MAX
B. Night operations
FLOW AIRFRAME is:
C. Commercial operations
A. 1 hour
D. Icing conditions
B. 40 minutes
C. 30 minutes
4. The minimum de-ice fluid level for dis- D. 15 minutes
patch into forecast icing conditions is:
A. 20 gallons
B. 15 gallons
C. 11.7 gallons
D. 9.3 gallons
5. When operating with the anti-ice fluid

control switch in NORMAL, an indication
at the top of the yellow on the quantity
gage indicates:
A. 20 minutes of fluid remain
B. 15 minutes of fluid remain
C. 10 minutes of fluid remain
D. 5 minutes of fluid remain

CHAPTER 11
AIR CONDITIONING
CONTENTS
Page
INTRODUCTION................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
AIR CONDITIONING SYSTEM......................................................................................... 11-2
Description .................................................................................................................... 11-2
Components................................................................................................................... 11-2
Operation ....................................................................................................................... 11-3
Limitations..................................................................................................................... 11-4
CABIN HEATING, VENTILATING, AND DEFROSTING SYSTEM .............................. 11-4
Description .................................................................................................................... 11-4
Components................................................................................................................... 11-4
Emergency/Abnormal Procedures................................................................................. 11-8
QUESTIONS......................................................................................................................... 11-9

ILLUSTRATIONS
Figure Title Page
11-1 COOL–OFF–VENTILATE Switch ....................................................................... 11-2
11-2 Cabin Heating, Ventilating, and Defrosting System.............................................. 11-5
11-3 CABIN HEAT FIREWALL SHUTOFF Knob ...................................................... 11-7
11-4 VENT AIR Control Knobs .................................................................................... 11-7

CHAPTER 11
AIR CONDITIONING
INTRODUCTION
The Cessna Caravan I is equipped with an air-conditioning system, heating system, and
ventilation system that provides comfortable cabin temperatures during hot and cold
weather operations both on the ground and in flight. A defrost system is provided for
the windshield. Controls for the system are in the cockpit.
GENERAL
The Cessna Caravan I has a vapor-cycle, air- tioning system vary the temperature and flow
conditioning system. Evaporator units direct of the cooled air. The system is protected by
cooled air to a series of overhead outlets in the circuit breakers on the left sidewall CB panel.
cabin headliner. Controls for the air-condi-

The temperature and volume of airflow to the COMPONENTS

cabin is regulated by the heating, ventilating,
and defrosting system. Compressor
The heating system uses hot-compressor bleed The refrigeration cycle begins with the com-
air that is routed from the engine and mixed pressor. It compresses the refrigerant gas which
with cabin return air to obtain the correct air is comparatively cold and at a low pressure as
temperature before the air is routed to the it leaves the evaporator. The gas leaving the
cabin air-distribution system. compressor is at a high temperature and high
pressure.
Ventilating air is obtained from an inlet on
each side at the forward fuselage and through Evaporator
a ram-air inlet on each wing. A plenum cham-
ber in the center of the cabin top distributes ven- The evaporator works like a heat exchanger,
tilating air to individual overhead outlets and and takes heat from the closed system and
to passenger outlets in the passenger version. adds it to the air.
Defrosting air is obtained from heated air di- Condenser

rected to the forward cabin through outlets Gas leaving the compressor flows to the con-
behind the instrument panel and/or the two denser. The condenser also acts like a heat ex-
windshield defroster outlets. changer, but it draws heat from the air and
adds it to the closed system.
AIR CONDITIONING CONTROLS AND INDICATIONS

SYSTEM Controls for the air-conditioning system are at
the lower edge of the instrument panel directly
DESCRIPTION above the control pedestal (Figure 11-1).
Controls include a COOL–OFF–VENTILATE
Cooled air is supplied to the cabin through 16 switch and three AC FANS switches.
overhead adjustable outlets (one above the
pilot and front passenger, 11 directly above the
rear-seat passengers, and three on the aft bulk-
head). The pilot and passenger overhead out-
lets swivel, and have a rotating nozzle that
controls airflow volume.
The air-conditioning system includes:

• Belt-operated compressor in the engine
accessory compartment
• Two evaporator units with integral blow-
ers in the left and right wing root areas Figure 11-1. COOL–OFF–VENTILATE
and one in the tail cone behind the aft
Switch
bulkhead
• System condenser in the engine
compartment COOL–OFF–VENTILATE Switch
• Refrigerant lines under the floorboards Placing this switch in the COOL position starts
interconnect the compressor, evaporator, the compressor and evaporator fans. When the
and the condenser switch is placed to the VENTILATE position,

only the evaporator fans are activated, pro- NOTE

viding uncooled ventilating air to the cabin.
• Fo r i n c r e a s e d c o o l i n g d u r i n g
The OFF position turns off the compressor
ground static conditions, increase
and evaporator fans.
N g to 60–65% for a higher air con-
ditioning compressor rpm.
AC FANS Switches
The AC FANS switches include three two-po- • Ground operation of the air con-
sition switches that provide separate HIGH ditioner with the propeller in beta
and LOW speed control for each evaporator fan. range for prolonged periods causes
the air-conditioning compressor
System electrical protection is provided by pressure safety switch to disen-
four 15-amp circuit-breakers: gage the compressor clutch. Avoid
this situation.
• LEFT VENT BLWR
• RIGHT VENT BLWR • If the temperature of the air com-
ing from the outlets does not start
• AFT VENT BLWR to cool within a minute or two the
• AIR COND CONT system may be malfunctioning and
should be turned off.
The circuit-breakers are on the left sidewall
switch and CB panel. In-Flight Operation
Initially, it may be desirable to operate the
OPERATION system with the AC FANS switch on HIGH for
fast cool-down. Later in the flight, operation
Ground Operation of the fans on LOW speed and opening of the
After preflight inspection and engine start, ove r h e a d ve n t a i r c o n t r o l s m ay b e m o r e
close cabin doors and windows. Push in all in- comfortable.
strument panel vent controls and close all
overhead vent air outlets. Open all overhead During extended flight when temperature and
air outlets and advance the FUEL CONDI- humidity are extremely high, the evaporator
TION lever as required for minimum N g of coils may frost over. If frost does form, as ev-
54%. Turn all AC FANS switches to HIGH idenced by reduced airflow, turn the air con-
and the air-conditioning switch to COOL. ditioner switch to VENTILATE and select the
HIGH speed fan positions. This increases
evaporator discharge temperature suff iciently
CAUTION to clear the frost.
Under extremely hot outside air tem-
perature (OAT) and/or high ground NOTE
elevation conditions, the idle inter- A high-pressure safety switch in the
stage turbine temperature (ITT) may air conditioning system disengages
exceed the maximum idle ITT limi- the compressor clutch and stops sys-
tation of 685°C. Advance the FUEL tem operation in the event the system
CONDITION lever toward HIGH becomes overloaded. The system cy-
IDLE to increase the idle N g as re- cles on again when the pressure re-
quired to maintain a satisfactory ITT duces. If the system does not restore
(685°C or lower). within a reasonable period, it may
be malfunctioning and should be
turned off.

Use the blower portion of the air-conditioner

system at any time outside or cabin air circu-
CABIN HEATING,
lation is desired. Place the air conditioner VENTILATING, AND
switch in the VENTILATE position and place
the fan switches in the LOW or HIGH positions DEFROSTING SYSTEM
as desired.
DESCRIPTION
Switch settings may be retained before and
after landing. The temperature and volume of airflow to the
cabin of the Caravan I are regulated by the
cabin heating, ventilating, and defrosting sys-
LIMITATIONS tem (Figure 11-2).
When the takeoff torque setting per the Engine Air distribution for the passenger versions of the
Torque For Takeoff chart in the Pilot Operating CE-208 and CE-208B is shown in Figure 11-2.
Handbook (POH), Section 5 is less than 1,865
ft-lbs, the air conditioner must be turned off for In the heating system, hot compressor outlet P 3
any takeoff or landing under those conditions. air is routed from the engine through a flow con-
trol valve and then through a mixer/muffler,
WARNING where it is mixed with cabin return air or warm
air from the compressor bleed valve to obtain
Operation of the air conditioner may the correct air temperature before the air is
cause compass deviation of more routed to the cabin air-distribution system.
than 10°.
Ventilating air is obtained from an inlet on
each side at the forward fuselage and through
There is a 10-fpm reduction in climb perform- two ram-air inlets, one on each wing at the
ance, 1 to 2 knots true airspeed decrease in upper end of the wing struts. The wing inlet
cruise performance, and approximately 1% ventilating air is routed through the wing into
increase in fuel required for a given trip as a a plenum chamber in the center of the cabin
result of the air-conditioner installation. top. The plenum distributes ventilating air to
individual overhead outlets at the two seat po-
When climbing at altitudes above the critical sitions and to passenger outlets in the passen-
altitude for 675 SHP (ITT at maximum climb ger version.
ITT limit and torque below 1,865 ft-lbs), there
is a 25 fpm loss in maximum rate of climb.
COMPONENTS
When cruising at altitudes where the maximum
allowable cruise power is below the torque Ventilating Outlets
limit (as noted in the cruise performance ta- Two adjustable ventilating outlets (one above
bles in Section 5 of the POH), reduce this set- each seat position) permit individual ventila-
ting by 40 ft-lbs when the air conditioner is tion to the pilot and the front passenger and 8
operating. This results in an approximate 2 adjustable overhead ventilating outlets for
KTAS decrease in maximum cruise perform- model 208 passenger version and 11 overhead
ance and a slight increase (1%) in fuel re- adjustable ventilating outlets for model 208B
quired for a given trip. passenger versions. The outlets are the swivel
type for optimum positioning. Airflow vol-
ume is controlled by rotating the outlet noz-
zle, which controls an internal valve.

FLOW TO FLOW
CONTROL VALVE CONTROL VALVE
COMPRESSOR OUTLET
BLEED AIR
COMPRESSOR
BLEED VALVE AIR TO CABIN TO DEFROST
TO MIXING
MIXING AIR VALVE HEAT AIR/FORWARD
AIR VALVE
SELECTOR CABIN AIR
MIXER/MUFFLER VALVE SELECTOR
VALVE
FIREWALL SHUTOFF VALVES (2)
CABIN HEAT SELECTOR VALVE
VENTILATING AIR DOOR
(ONE SIDE EACH) DEFROST AIR/FORWARD CABIN
AIR SELECTOR VALVE
INSTRUMENT PANEL DEFROST OUTLETS (2)
VENTILATING OUTLETS
AND CONTROLS (2) ADJUSTABLE PILOT AND
FRONT PASSENGER OVERHEAD
VENTILATING OUTLETS (2)
VENTILATING AIR INLET
(IN UPPER WING STRUT FAIRING) VENTILATING AIR INLET
(IN UPPER WING STRUT FAIRING)
VENT AIR CONTROL VENT AIR CONTROL

(ON OVERHEAD CONSOLE) (ON OVERHEAD CONSOLE)
SHUT VALVE
HEATER OUTLETS
(ONE EACH WING)
(ON EACH CABIN SIDEWALL
AT FLOOR LEVEL)
ADJUSTABLE REAR PASSENGER

OVERHEAD VENTILATING OUTLETS (11)
MIXING AIR VALVE OPERATING MODES:
MIXING AIR VALVE IN GRD POSITION

AT POWER SETTINGS BELOW 89% (114); LEGEND
92% (114A). USED ON THE GROUND AT ENGINE BLEED AIR
COLD TEMPERATURES.
RAM AIR FLOW
MIXING AIR VALVE IN FLT POSITION AT
POWER SETTINGS BELOW 89% (114); 92%
VENTILATION AIR
(114A). USED ON THE GROUND IN MILD HEATING AND DEFROSTING AIR
TEMPERATURES
BLEED-AIR DISCHARGE
MIXING AIR IN FLT POSITION AT POWER
SETTING ABOVE 89% (114); 92% (114A).
CABIN RETURN AIR
USED DURING IN-FLIGHT OPERATIONS. IN ELECTRICAL CONNECTION
THIS MODE BLEED AIR THROUGH THE FLOW
CONTROL VALVE ONLY IS UTILIZED. MECHANICAL CONNECTION
Figure 11-2. Cabin Heating, Ventilating, and Defrosting System

CONTROLS AND INDICATIONS 114A) and is used as additional bleed-air heat

to augment the hot compressor outlet bleed air
BLEED AIR HEAT Switch supply (P 3 ) during periods of cold ambient
temperature. With the push-pull control in the
A BLEED AIR HEAT two-position toggle FLT position (pushed in), cabin return air is
switch, is on the CABIN HEAT control panel. mixed with the hot compressor outlet air (P 3 )
The switch controls the operation of the bleed- in the mixer/muffler. This recirculation of
air control valve. The ON position of the switch cabin return air enables the heating system to
opens the flow control valve, allowing the hot maintain the desired temperature for proper
bleed air to flow to the cabin heating system. cabin heating. If desired, the FLT position of
The OFF position closes the valve, shutting off the push-pull control is used on the ground
the flow of hot bleed air to the heating system. when ambient temperatures are mild and max-
imum heating is not required. In this mode, the
excess warm compressor bleed valve air (P 2.5 )
TEMP Selector Knob available at power settings below 89% N g for
PT6A-114 engines and 92% N g for PT6A-
A TEMP rotary temperature selector knob is 114A engines is exhausted overboard from
on the CABIN HEAT control panel to the left the mixing air valve.
of the BLEED AIR HEAT switch. The selec-
tor modulates the opening and closing action NOTE
of the flow control valve to control the amount
and temperature of air flowing in to the cabin. The MIXING AIR push-pull control
Clockwise rotation of the knob increases the must always be in the FLT position
mass flow and temperature of the air. (pushed in) when the airplane is in
flight. Cabin return air must be al-
lowed to flow through the mixing
NOTE valve and blend with hot compressor
If more cabin heat is needed while on outlet air during high engine power
the ground, move the FUEL CONDI- operation in order to maintain proper
TION lever to HIGH IDLE. temperature in the cabin heat distri-
bution system. If the FLT position is
not used during flight, the system
Some delay (hysteresis) may occur when ad- may overheat and cause an automatic
justing bleed-air temperature. The resulting shutdown.
amount and temperature of bleed air may be
different when approaching a particular tem-
perature selector knob position from a clock- AFT/FWD CABIN Push-Pull Control
wise versus a counterclockwise direction. Best An AFT CABIN-PULL/FWD CABIN-PUSH,
results are obtained by turning the tempera- control is on the CABIN HEAT switch and
ture selector knob fully clockwise and then control panel. With the control in the AFT
slowly turning it counterclockwise to decrease CABIN position (pulled out), heated air is di-
bleed-air flow to the desired amount. rected to the aft cabin heater outlets in the
floor directly behind the pilot and front pas-
MIXING AIR Push-Pull Control senger in cargo versions and on the cabin side-
A MIXING AIR–GRD-PULL/FLT-PUSH walls at floor level in the passenger version.
push-pull control is on the CABIN HEAT con- With the control in the FWD CABIN position
trol panel. With the push-pull control in the (pushed in), heated air is directed to the for-
GRD position (pulled out), warm compressor ward cabin through four heater outlets behind
bleed valve air (P 2.5 ) is mixed with hot com- the instrument panel and/or the two wind-
pressor outlet air (P3) in the mixer/muffler. Use shield defroster outlets. Position the push-
this mode during ground operation when warm pull control at any intermediate setting desired
compressor bleed valve air (P 2.5 ) is available for proper distribution of heated air to the for-
below 89% N g (PT6A-114) or 92% N g (PT6A- ward and aft cabin areas.

DEFROST/FWD CABIN Push-Pull CAUTION

Control
A DEFROST-PULL/FWD CABIN-PUSH con- D o n o t p l a c e t h e C A B I N H E AT
trol is on the CABIN HEAT control panel. FIREWALL SHUTOFF knob in the
With the control in the DEFROST position OFF position when the MIXING AIR
(pulled out), forward cabin air is directed to control is in the GRD position be-
two defroster outlets at the base of the wind- cause a compressor stall occurs at
shield (the aft/forward cabin push-pull control low power settings when the com-
also must be pushed in for availability of for- pressor bleed valve is open. The en-
ward cabin air for defrosting). With the push- gine must be shut down to relieve
pull control in the FWD CABIN position back pressure on the valves prior to
(pushed in), heated air is directed to the four opening the valves.
heater outlets behind the instrument panel.
VENT AIR Control Knobs
CABIN HEAT FIREWALL SHUTOFF
Knob Two VENT AIR control knobs are on the over-
head console (Figure 11-4). The knobs control
A C A B I N H E AT F I R E WA L L S H U TO F F the operation of the shutoff valves in each
PULL OFF knob is on the lower right side of wing, which control the flow of ventilating air
the pedestal (Figure 11-3). When pulled out, to the cabin. The knob on the right side of the
the knob actuates two f irewall shutoff valves c o n s o l e c o n t r o l s t h e r i g h t w i n g s h u t o ff
to the off position: one in the bleed-air sup- valve.The knob on the left side controls the left
ply line to the cabin heating system and one wing shutoff valve. When the VENT AIR con-
in the cabin return air line. This knob should trol knobs are rotated to the CLOSE position,
normally be pushed in unless a f ire is sus- the wing shutoff valves are closed. Rotating the
pected in the engine compartment. knobs to the FAN/OPEN position progressively
opens the wing shutoff valves. When cabin
Figure 11-3. CABIN HEAT FIREWALL

SHUTOFF Knob Figure 11-4. VENT AIR Control Knobs

ventilation fans are installed without air con-

ditioning, rotating the knobs to the full OPEN
position also activates the ventilation fans.
VENT PULL ON Knobs

Two VENT–PULL ON control knobs are on
each side of the instrument panel (Figure 11-
4). Each knob controls the flow of ventilating
air from an outlet adjacent to each knob.
Pulling each knob opens a small air door on
the fuselage exterior, which admits ram air
for distribution through the ventilating outlet.
EMERGENCY/ABNORMAL
PROCEDURES
A temperature sensor in the outlet duct from
the mixer/muffler operates in conjunction with
the TEMP selector knob. In the event of a high-
temperature condition (overheat) in the outlet
duct, the temperature sensor is energized, clos-
ing the flow control valve, shutting off the
source of hot bleed air from the engine.

QUESTIONS
1. Cabin ventilating air enters the aircraft 3. Windshield defrosting can be accom-
through: plished by:
A. The forward engine air intakes. A. Pulling out the defrost/forward cabin
B. Air inlets on each side of the forward control and pushing in the aft/forward
fuselage. cabin control.
C. Air inlets on each wing at the upper B. Opening the vents at the base of the
ends of the wing struts. windshield.
D. Both B and C. C. Directing the upper instrument panel
vents at the windshield.
2. If more good cabin heating is needed dur- D. Both A and B.
ing ground operations:
A. Move the fuel condition lever to HIGH 4. The CABIN HEAT FIREWALL SHUT-
IDLE. OFF control should be pulled out:
B. Move the MIXING AIR control to A. To routinely shut off cabin heat.
GRD. B. If a f ire is suspected in the engine
C. Open the instrument panel vents. compartment.
D. Both A and B C. During ground operations.
D. During engine starts.

The information normally contained in this chapter
is not applicable to this particular aircraft.
The information normally contained in this chapter
can be found in Chapter 14, Landing Gear and Brakes.
CHAPTER 14
LANDING GEAR AND BRAKES
CONTENTS
Page
INTRODUCTION................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
LANDING GEAR SYSTEM................................................................................................ 14-2
Description .................................................................................................................... 14-2
Components................................................................................................................... 14-2
Operation ....................................................................................................................... 14-2
Limitations..................................................................................................................... 14-2
BRAKE SYSTEM ................................................................................................................ 14-3
Description .................................................................................................................... 14-3
Components................................................................................................................... 14-3
Operation ....................................................................................................................... 14-4
QUESTIONS......................................................................................................................... 14-5

ILLUSTRATIONS
Figure Title Page
14-1 Landing Gear System ............................................................................................ 14-2
14-2 Nose Gear Frangible Stop...................................................................................... 14-3
14-3 Brake Side.............................................................................................................. 14-3
14-4 Brake Fluid Reservoir............................................................................................ 14-4
14-5 Parking Brake ........................................................................................................ 14-4

CHAPTER 14
LANDING GEAR AND BRAKES
INTRODUCTION
This chapter describes the landing gear and brake system on the Cessna Caravan I.
Information is provided on the main and nose gear, shock absorption, and brakes.
GENERAL
The tricycle type landing gear on the Cessna The aircraft has a single disc brake on the
Caravan I consists of a steerable nosewheel main landing gear wheels. There is no brake
and two main wheels. Shock absorption is pro- on the nosewheel.
vided by tubular spring-steel main landing gear
struts, and a nose gear oil-filled shock strut.

LANDING GEAR OPERATION

SYSTEM Effective ground control while taxiing is ac-
complished through nosewheel steering by
using the rudder pedals to steer in their respec-
DESCRIPTION tive directions. When a rudder pedal is de-
The landing gear is of the f ixed-gear tricycle pressed, a spring-loaded steering bungee,
type with a steerable nosewheel and two main which is connected to the nose gear and to the
wheels (Figure 14-1). rudder bars, turns the nosewheel through an
arc of approximately 15° each side of center.
By applying differential braking the degree of
COMPONENTS turn may be increased up to 51.5° or 56° each
side of center, depending on conf iguration.
Shock Absorption
Main gear shock absorption is provided by a LIMITATIONS
tubular spring-steel main gear spring with a
center main gear tube connecting the two outer The nose gear can be turned 51.5° or 56° ei-
main gear legs at the gear attach trunnions. ther side of center, depending on conf igura-
The nose gear is equipped with an oil snubber tion. If these limits are exceeded, damage to
shock strut and a tubular spring-type drag link. the gear can result. The nose gear is equipped
with a frangible stop which breaks off if the
limits have been exceeded during towing op-
erations (Figure 14-2). The stop is attached by
RIGHT MAIN
GEAR SPRING
RIGHT MAIN
ATTACH TRUNNION
RIGHT MAIN WHEEL
CENTER MAIN GEAR SPRING
STEEL TUBE
AXLE FITTING
SHIMMY
DAMPER LEFT MAIN
RIGHT BRAKE
ATTACH TRUNNION
SHOCK STRUT
TRUNNION
AFT SUPPORT LEFT MAIN

GEAR SPRING
FORWARD
SUPPORT
DRAG LINK
SPRING LEFT MAIN WHEEL
NOSEWHEEL
Figure 14-1. Landing Gear System

ing the landing roll. Use the minimum amount

of braking necessary.
BRAKE SYSTEM
DESCRIPTION
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 rudder pedals (Figure 14-3).
Figure 14-2. Nose Gear Frangible Stop
a small cable, which retains it as an indication

of possible nose gear damage.
EMERGENCY/ABNORMAL
Landing with a Flat Main Tire
Fly the aircraft as desired to lighten the fuel
load. Position the FUEL SELECTOR to the
OFF position on the opposite side of the flat tire.
This lightens the load on the side of the flat tire.
CAUTION
Maximum fuel imbalance is 200
pounds.
Approach the airport with flaps at the full down

position. Touchdown on the inflated tire first.
Hold the airplane off the flat tire as long as pos- Figure 14-3. Brake Side
sible with aileron control. Maintain directional
control using the brake on the wheel with the in-
flated tire as required.
COMPONENTS
Landing with a Flat Nose Tire A brake fluid reservoir just forward of the
firewall on the left side of the engine compart-
Move passengers and baggage aft if practi- ment provides additional brake fluid for the
cal. Remain within approved center-of-grav- brake master cylinders (Figure 14-4). Check
ity envelope. Approach the airport using full the fluid in the reservoir for proper level prior
flaps. Upon touchdown, keep the nose wheel to each flight. Ref ill the reservoir with MIL-
off the pavement for as long as possible dur- H-5606 hydraulic fluid.

Figure 14-4. Brake Fluid Reservoir
OPERATION
The brakes are operated by applying pressure Figure 14-5. Parking Brake
to the top of either the left (pilot) or right
(front passenger) set of rudder pedals, which EMERGENCY/ABNORMAL
are interconnected. When the air plane is
parked, both main wheel brakes may be set by Some of the symptoms of impending brake
utilizing the parking brake, which is operated failure are:
by a handle on the lower left side of the instru-
ment panel (Figure 14-5). To apply the park- • Gradual decrease in braking action after
ing brake, set the brakes with the rudder pedals brake application
and pull the handle aft. To release the parking • Noise or dragging brakes
brake, push the handle fully in. • Soft or spongy pedals
For maximum brake life, keep the brake sys- • Excessive travel and weak braking action
tem properly maintained. For aircraft with
metallic brakes, which is most of the 208 and If any of these symptoms occur, the brake sys-
208B aircraft, hard brake application is ben- tem is in need of immediate attention. If, dur-
ef icial in that the resulting higher brake tem- ing taxi or landing, braking action decreases,
peratures help to maintain proper brake glazing let up on the pedals and then reapply the brakes
and expected brake life. Conversely, the habit- with heavy pressure. If the brakes become
ual use of light and conservative brake appli- spongy or pedal travel increases, pumping the
cation is detrimental to metallic brakes. pedals can build braking pressure. If one brake
becomes weak or fails, use the other brake
sparingly while using the opposite rudder, as
required to offset the good brake.

QUESTIONS
1. If the nose gear has been turned past the
56° maximum travel:
A. The frangible stop will be sheared off.
B. The entire nose gear must be replaced.
C. No damage has been done.
D. The aircraft must not be moved.
2. The rudder pedals can be used to steer the

nose gear approximately:
A. 56° either side of center
B. 26° either side of center
C. 15° either side of center
D. 10° either side of center
3. The parking brake is applied by:

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

CHAPTER 15
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
PRIMARY FLIGHT CONTROLS........................................................................................ 15-2
Ailerons ......................................................................................................................... 15-2
Rudder ........................................................................................................................... 15-2
Elevator.......................................................................................................................... 15-2
SECONDARY FLIGHT CONTROLS.................................................................................. 15-2
Wing Spoiler.................................................................................................................. 15-2
Trim Systems................................................................................................................. 15-2
Control Locks ................................................................................................................ 15-4
Stall Warning System .................................................................................................... 15-4
Wing Flap System ......................................................................................................... 15-5
Standby Flap System ..................................................................................................... 15-7
QUESTIONS......................................................................................................................... 15-8

ILLUSTRATIONS
Figure Title Page
15-1 Wing Spoiler .......................................................................................................... 15-2
15-2 Aileron Servo Tab .................................................................................................. 15-2
15-3 Aileron Trim Tab.................................................................................................... 15-3
15-4 Aileron Trim Knob ................................................................................................ 15-3
15-5 Elevator Trim Tab Wheel ....................................................................................... 15-3
15-6 Control Wheel Lock .............................................................................................. 15-4
15-7 Rudder Lock .......................................................................................................... 15-4
15-8 Stall Warning Vane ................................................................................................ 15-5
15-9 Wing Flap............................................................................................................... 15-5
15-10 WINGS FLAPS Selector and Position Indicator................................................... 15-6
15-11 Overhead Panel ...................................................................................................... 15-7

CHAPTER 15
FLIGHT CONTROLS
INTRODUCTION
This chapter describes the flight controls on the Cessna Caravan I. The aircraft is
equipped with f ixed and movable surfaces that provide stability and control during
flight. The primary flight controls are ailerons, rudder, and elevators. Secondary flight
controls include spoilers, trim devices, and flaps. Information on the stall warning sys-
tem and control locks is also provided.
GENERAL
The flight control system on the Caravan I in- c o n t r o l s u r f a c e s a r e m a n u a l ly o p e r a t e d
cludes conventional aileron, elevator, and through mechanical linkages using a control
rudder control surfaces, and a pair of spoil- wheel for the ailerons, spoilers, and elevator,
ers above the outboard ends of the flaps. The and rudder/brake pedals for the rudder.

PRIMARY FLIGHT aileron bellcrank. While the movement of the

spoilers begins simultaneously with the up-
CONTROLS ward travel of the aileron, movement of the
spoilers for the f irst 5° of aileron travel is
negligible. Once the aileron has been de-
AILERONS flected upward past the 5° point, the spoiler
deflection rate is proportional to the aileron
Ailerons on the outboard trailing edge of both until they reach the full-up position. When the
wings provide lateral (roll) control about the aileron is deflected downward, the spoiler is
longitudinal axis. completely retracted. Aileron servo tabs pro-
vide reduced maneuvering control wheel
forces (Figure 15-2).
RUDDER
The rudder, hinged to the trailing edge of the
vertical stabilizer, provides directional control
about the vertical axis (yaw).
ELEVATOR
The elevators on the trailing edge of the hor-
izontal stabilizer provide longitudinal con-
trol about the lateral axis (pitch)

Figure 15-1. Wing Spoiler
Control Yoke and Column
The pilot and copilot (front passenger) have
conventional control yokes and columns.
Control inputs are transmitted to the ailerons
and elevators through cables and bellcranks.
Rudder Pedals
Rudder pedals are provided for the pilot and
copilot (front passenger). Control inputs trans-
mit to the rudder through cables. Depressing
the top of the nonadjustable rudder pedals ac-
tivates the brakes.
Figure 15-2. Aileron Servo Tab

SECONDARY FLIGHT
CONTROLS
TRIM SYSTEMS
WING SPOILER Manually operated aileron, elevator, and rud-
der trim systems are provided. Aileron trim-
The wing spoilers improve lateral control of ming is achieved by a trimmable servo tab
the airplane at low speeds by disrupting lift attached to the right aileron (Figure 15-3). It
over the appropriate flap (Figure 15-1). The is connected mechanically to a knob on the
spoilers are interconnected with the aileron
system through a pushrod, to an arm of the control pedestal (Figure 15-4).

Rudder trimming is accomplished through the

trim control wheel on the control pedestal,
which is attached to the forward rudder torque
tube and nose gear steering push rod by rotat-
ing the trim control wheel either left or right
to the desired trim position. Rotating the trim
wheel to the right will trim nose-right; con-
versely, rotating it to the left will trim nose-left.
Figure 15-3. Aileron Trim Tab
Figure 15-4. Aileron Trim Knob
Operation
Rotating the trim knob to the right (clock-
wise) trims the right wing down; conversely,
rotating the trim knob to the left (counter-
clockwise) trims the left wing down.
Elevator trimming is accomplished through

two elevator trim tabs by utilizing the trim
wheel on the top left side of the control Figure 15-5. Elevator Trim Tab Wheel
pedestal (Figure 15-5).

Emergency/Abnormal Earlier aircraft were equipped with a rudder

lock, which is operated by a spring-loaded T-
The ability to trim the rudder is dependent handle on the bottom of the instrument panel
upon the nose gear extending fully and lock- to the right of the control pedestal. The RUD-
ing into the center position. If the nose gear DER LOCK-PULL handle, when pulled out,
is not locked in the center position, moving the locks the rudder in the neutral position. An in-
trim wheel only moves the nosewheel left or terlock between the rudder lock and the fuel
right and does not affect the rudder. If several condition lever prevents locking the rudder
attempts to trim the rudder have no apparent when the lever is in any position other than
effect on control forces, the pilot should con- CUTOFF. Later SNs are equipped with a rud-
sider centering the rudder trim control for the der gust lock, which is operated by an exter-
remainder of the flight and notifying mainte- nal handle on the left side of the tail cone
nance upon landing. (Figure 15-7). This rudder gust lock also has
a fail-safe connection to the elevator control
CONTROL LOCKS system to ensure it is disengaged before the air-
plane becomes airborne. This connection au-
A control lock is provided to lock the aileron tomatically disengages the lock when the
and elevator control surfaces to prevent dam- elevator is deflected upward from neutral.
age to these systems by wind buffeting while
the airplane is parked. The lock includes a
shaped steel rod and flag. The flag identif ies
it as a control lock and cautions about its re-
moval before starting the engine (Figure 15-6).
Figure 15-7. Rudder Lock
Figure 15-6. Control Wheel Lock Remove or unlock the control lock and other
types of locking devices prior to starting the
engine.
Operation STALL WARNING SYSTEM

To install the control lock, align the hole in the
left side of the pilot control wheel shaft with The vane-type stall warning unit is in the lead-
the hole in the left side of the shaft collar on ing edge of the left wing (Figure 15-8). It is
the instrument panel, and insert the rod into electrically connected to a stall warning horn
the aligned holes. Installation of the lock se- in the pilot overhead panel.
cures the ailerons in a neutral position and
the elevators in a slightly trailing-edge down The vane and sensor unit in the wing leading
position. Proper installation of the lock places edge is equipped with a heating element. The
the flag over the left sidewall switch panel. heated part of the system is operated by the

ings during ground operations, push the con-

trol yoke forward to the stop. This engages the
ground stall warning disable switch.
WING FLAP SYSTEM

The wing flaps are large-span, single-slot and
are driven by an electric motor (Figure 15-9).
The system is protected by the FLAP MOTOR
circuit breaker on the CB panel.
Figure 15-8. Stall Warning Vane
STALL HEAT switch on the DEICE/ANTI-

ICE switch panel and is protected by the
STALL WARN circuit breaker on the CB panel.
Controls and Indications

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

Operation
Check the stall warning system during the pre-
flight inspection by momentarily turning the Operation
BATTERY switch on and actuating the vane in The wing flaps are extended or retracted by po-
the wing. The system is operational if the warn- sitioning the wing flaps selector lever on the
ing horn sounds as the vane is pushed upward. control pedestal to the desired flap deflection
position (Figure 15-10). The selector lever is
moved up or down in a slotted panel that pro-
Emergency/Abnormal vides mechanical stops at the 10° and 20° po-
The stall warning system is protected by a sitions. A white-tipped pointer on the left side
STALL WARN circuit breaker, which can be of the selector lever provides a flap position
pulled to shut off the warning horn in the event indication.
the vane sticks in the on position.
Limitations
WARNING
• Approved for takeoff range.... 0 to 20°
The circuit breaker must be pushed • Approved for landing range ... 0 to 30°
in for landing.
Refer to the Pilot Operating Handbook (POH)
The following applies to later SNs and earlier for detailed information about takeoff and
aircraft modif ied with the applicable service landing performance.
kit. To preclude or disable nuisance stall warn-

SELECTOR LEVER
POSITION INDICATOR
Figure 15-10. WINGS FLAPS Selector and Position Indicator
Emergency/Abnormal Flaps Fail to Extend or Retract

If flaps fail to extend or retract, check that the
Asymmetric Flap Extension or FLAP MOTOR and STBY FLAP MOTOR cir-
Retraction cuit breakers are pushed IN. If flaps still fail
If the airplane experiences asymmetric (un- to extend or retract on earlier SNs:
even) flap extension or an uncommanded flap • Move the guarded STBY FLAP MOTOR
retraction, apply ailerons and rudder to stop switch (overhead) to STBY. Position the
the roll. Place the FLAP selector to the UP po- STBY FLAP MOTOR switch to the UP
sition, and reduce airspeed to 100 KIAS or or DOWN position. Hold the switch until
less. If both flaps retract to a symmetrical set- the flaps reach the desired position.
ting, plan a flaps up landing (refer to the POH Release the switch before the flaps reach
for increase in approach speed and landing their full up or full down travel.
distances).
On later SNs:
If both flaps cannot be retracted to a symmet- • Move the guarded and safety-tied STBY
rical setting, land as soon as practical while MOTOR switch (overhead) by breaking
maintaining a minimum airspeed of 90 KIAS the safety wire and position the switch
on the approach. Avoid a nose-high flare on to STBY.
landing.
• Move the guard on the STBY MOTOR
switch; this breaks the safety wire.
Position the switch to the UP or DOWN
position. Hold the switch until the flaps
reach the desired position. Release the
switch before the flaps reach their full
up or full down travel.

STANDBY FLAP SYSTEM indicator while operating the standby system.

Since the standby flap system does not have
A standby system can operate the flaps if the limit switches or dynamic breaking, actua-
primary system malfunctions. The standby tion of the STBY FLAP MOTOR–UP–DOWN
system includes: switch should be terminated before the flaps
reach full up or down travel; otherwise, dam-
• Standby motor age to the flap motor mounts may result.
• Guarded and safety-tied (with break-
able copper wire) STBY FLAP MOTOR
switch NOTE
Avoid use of the standby flap system
• UP–DOWN switch (guarded and wired) with the autopilot engaged since this
on the overhead panel (Figure 15-11) causes the trim to run in the opposite
direction.
Figure 15-11. Overhead Panel
Controls and Indications

The guarded STBY FLAP MOTOR switch has
NORM and STBY positions. The guarded
NORM position permits operation of the flap
using the selector on the control pedestal. The
STBY position disables the primary flap motor.
The other STBY FLAP MOTOR switch has UP,
center-OFF, and DOWN positions.
Operation
To operate the flaps with the standby system,
lift the guard and place the STBY FLAP
MOTOR switch in the STBY position; then lift
the guard and actuate the UP–DOWN switch
momentarily to UP or DOWN, as desired. It
is very important to observe the flap position

QUESTIONS
1. The wing spoilers on the Caravan I:
A. Are used as speed reduction devices.
B. Improve lateral control of the airplane
at low speeds.
C. Increase the effectiveness of the flaps.
D. Balance control forces in the aileron
system.
2. The rudder lock:

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

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

A. Until the flaps reach their stops.
B. U n t i l t h e f l a p p o s i t i o n i n d i c a t o r
reaches the desired setting.
C. By using the crank on the overhead
panel.
D. Hydraulically.

CHAPTER 16
AVIONICS
CONTENTS
Page
INTRODUCTION................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
PITOT-STATIC SYSTEM..................................................................................................... 16-2
Description .................................................................................................................... 16-2
Components................................................................................................................... 16-2
Controls and Indications ............................................................................................... 16-2
Emergency/Abnormal ................................................................................................... 16-3
VACUUM SYSTEM AND INSTRUMENTS ...................................................................... 16-3
Description .................................................................................................................... 16-3
Controls and Indications ............................................................................................... 16-4
GYROSCOPE INSTRUMENTS .......................................................................................... 16-4
Attitude Indicator .......................................................................................................... 16-4
Copilot Attitude Indicator ............................................................................................. 16-5
Directional Indicator (Left Flight Panel Instruments) .................................................. 16-5
Directional Indicator (Right Flight Panel Instruments) ................................................ 16-6
GARMIN G600.......................................................................................................................16-6
Introduction .....................................................................................................................16-6
PFD..................................................................................................................................16-6
MFD ................................................................................................................................16-9
Synthetic Vision Technology ...........................................................................................16-9

AVIONICS.......................................................................................................................... 16-10
Description .................................................................................................................. 16-10
Audio Control Panel ................................................................................................... 16-10
GMX 200 ......................................................................................................................16-12
Global Positioning System.......................................................................................... 16-15
Radar Altimeter ........................................................................................................... 16-16
Multifunction Display ................................................................................................. 16-17
LIMITATIONS ................................................................................................................... 16-18
Placards ....................................................................................................................... 16-18
EMERGENCY/ABNORMAL ........................................................................................... 16-18
QUESTIONS ...................................................................................................................... 16-20

ILLUSTRATIONS
Figure Title Page
16-1 Pitot-Static Tube .................................................................................................... 16-2
16-2 Airspeed Indicator (KI-525A) ............................................................................... 16-2
16-3 Altimeter Indicator ................................................................................................ 16-3
16-4 Suction Gauge ....................................................................................................... 16-4
16-5 Slaving Accessory and Compensator Unit ............................................................ 16-5
16-6 EHSI (KI-825) ....................................................................................................... 16-6
16-7 G600 Avionics Display System ............................................................................. 16-7
16-8 PFD and MFD ....................................................................................................... 16-8
16-9 Synthetic Vision Technology ................................................................................. 16-9
16-10 Avionics Switches ............................................................................................... 16-10
16-11 KX-165 NAV/COM ............................................................................................ 16-11
16-12 GNS 530 GPS/NAV/COM.................................................................................. 16-1
16-13 GMX-200 ............................................................................................................ 16-13
16-14 KNI-582 RMI ...................................................................................................... 16-14
16-15 GMA-347 ............................................................................................................ 16-14
16-16 GTX 330 Transponder......................................................................................... 16-14
16-17 KT-71 Transponder .............................................................................................. 16-15
16-18 KMD-850 Multifunction Display........................................................................ 16-15
16-19 KFC-225 Autopilot/Flight Director System........................................................ 16-16
16-20 KLN-94 GPS ....................................................................................................... 16-16
16-21 KRA-10A Radar Altimeter ................................................................................. 16-16
16-22 ART 2000 WX Radar Stormscope Display ........................................................ 16-17
16-23 KGP-560 Terrain and Avoidance System............................................................ 16-19
16-24 KTA-870 Traffic Advisory System ..................................................................... 16-19

CHAPTER 16
AVIONICS
INTRODUCTION
This chapter is an overview of the avionics systems on the Cessna Caravan I. Classroom
presentations familiarize pilots with the systems and allow hands-on application.
GENERAL
Basic avionics for the Cessna Caravan I include replace the traditional round flight instru-
instruments that operate from the pitot-static ments with a "glass-cockpit" design. Overview
system, gyroscope/vacuum instruments, var- information is also provided on weather radar,
ious communication, navigation, and engine terrain avoidance and warning, the flight in-
instruments and systems. Provisions allow for formation system, and the traff ic advisory
the installation of Garmin Display Units which system.

PITOT-STATIC SYSTEM the cabin instead of from the pitot-static tube.

Pressures within the cabin vary with vents
open or closed, causing variations in the air-
DESCRIPTION speed and altitude readings.
The airplane is equipped with one pitot-static For airspeed and altitude calibration charts
system as standard equipment. An optional with the alternate static source in use, refer to
second system is available for the right flight the Section 5, “Performance” in the Pilot
instrument panel. Each pitot-static system Operating Handbook (POH).
supplies ram-air pressure to its respective air-
speed indicator and static pressure to the air-
speed indicator, vertical speed indicator, and CONTROLS AND INDICATIONS
altimeter (Figure 16-1).
Airspeed Indicators
There are two airspeed indicators: one on the
pilot upper left instrument panel and one on
the copilot upper left instrument panel (adja-
cent to pilots PFD with G600 installation).
The airspeed indicators are calibrated in knots

(Figure 16-2). Limitation and range markings
in KIAS include the white arc (full-flap oper-
ating rage of 50 to 125 knots), green arc (nor-
mal operating range of 63 to 175 knots), and
a red line maximum speed of 175 knots. Note
that circumferential positions of the airspeed
markings differ between the pilot and copilot
indicator. This does not indicate an error in the
Figure 16-1. Pitot-Static Tube
COMPONENTS
Each system is composed of:
• Heated pitot-static tube on the leading
edge of the left wing
• Airspeed pressure switch behind the in-
strument panel
• Associated plumbing necessary to con-
nect the instruments and sources
The left system is equipped with a static-pres-

s u r e a l t e r n a t e s o u r c e va l v e b e l ow t h e
DEICE/ANTI-ICE switch panel. A drain valve
for each system is on the respective sidewall
beneath the instrument panel.
The static pressure alternate source on the left Figure 16-2. Airspeed Indicator
system supplies static pressure from inside (KI-525A)
16-2 FOR TRAINING PURPOSES ONLY Revision 0.1

instrument or installation, but should be con-

sidered when quickly cross referencing each
indicator.
Airspeed Indicator Markings

• White arc ..................... 50 to 125 KIAS
Full-flap operating range. Lower limit
is maximum weight V SO in landing con-
f iguration. Upper limit is maximum
s p e e d p e r m i s s i bl e w i t h f l a p s f u l ly
extended.
• Green arc ..................... 63 to 175 KIAS
Normal operating range. Lower limit is
maximum weight V S at most forward
center of gravity (CG) with flaps re-
tracted. Upper limit is maximum
operating speed.
• Red line ................................. 175 KIAS Figure 16-3. Altimeter Indicator
Maximum speed for all operations.
instead of from the pitot-static tube. If erro-
Altimeters neous instrument readings are suspected due
to water or ice in the pressure line going to the
Airplane altitude is depicted by barometric static pressure source, the alternate source
altimeters, one each on the pilot and copilot valve needs to be pulled to the ON position.
instrument panels (Figure 16-3). A knob near
the lower left portion of each indicator provides
adjustment of the instrument barometric scale
to the current altimeter setting. VACUUM SYSTEM AND
INSTRUMENTS
PITOT/STATIC HEAT Switch
The pitot-static tubes are heated electrically, DESCRIPTION
controlled by a PITOT/STATIC HEAT switch, A vacuum system provides the suction neces-
and protected by LEFT PITOT HEAT and sary to operate the left attitude indicator and
RIGHT PITOT HEAT circuit-breakers on the the right directional indicator on King autopi-
CB panel. lot models KFC-150 and KFC-225 equipped
aircraft. Vacuum is obtained by passing reg-
ulated compressor outlet bleed air through a
EMERGENCY/ABNORMAL vacuum ejector. Bleed air flowing through an
orif ice in the ejector creates the suction nec-
Static Pressure Source line essary to operate the instruments.
Blockage The vacuum system includes:
A static pressure alternate source valve is below • Bleed-air pressure regulator
the anti-ice switch panel and can be used if the
static source is malfunctioning. This valve • Vacuum ejector on the forward left side
supplies static pressure from inside the cabin of the f irewall

• Vacuum relief valve tion or improper adjustment, and in that case

the attitude and directional indicators should
• Vacuum system air f ilter on the aft side
of the f irewall not be considered reliable.
• Vacuum-operated instruments
Vacuum Low Warning
• SUCTION gauge on the instrument panel Annunciator
• VACUUM LOW warning annunciator on A red VACUUM LOW warning annunciator is
the annunciator panel. on the annunciator panel to warn the pilot of
possible low-vacuum condition existing in the
CONTROLS AND INDICATIONS vacuum system. Illumination of the annunci-
ator warns the pilot to check the SUCTION
gauge and to be alert for possible erroneous
Suction Gauge vacuum-driven gyro instrument indications.
The SUCTION gauge on the left side of the in- The annunciator illuminates by operation of
strument panel (right side with G600 instal- a switch, which closes whenever suction is
lation) is calibrated in inches of mercury and less than approximately 3.0 inches of memory.
indicates suction available for operation of
the attitude and directional indicators (Figure
16-4). The desired suction range is 4.5 to 5.5
inches of mercury up to 15,000 feet altitude,
GYROSCOPE
4.0 to 5.5 inches of mercury from 15,000 to INSTRUMENTS
20,000 feet, and 3.5 to 5.5 inches of mercury
from 20,000 to 25,000 feet. The 15K, 20K, ATTITUDE INDICATOR
25K, and 30K markings at the appropriate
step locations indicate the altitude in thou- The attitude indicator gives a visual indication
sands of feet, at which the lower limit of that of the flight attitude. Bank attitude is pre-
segment is acceptable. A suction reading out sented by a pointer at the top of each indica-
of these ranges may indicate a system malfunc- tor relative to the scale, which has index
markings at 10, 20, 30, 60, and 90° either side
of the center mark. For the pilot, indicator
pitch and roll attitude are presented by a sym-
bolic airplane depicted as an orange triangle.
For this instrument, there is a parallax adjust-
ment (adjustment to the angle at which the
pilot views the symbolic airplane). This adjust-
ment is available by adjusting a screw on the
face of the instrument. The level flight attitude
varies based on aircraft conf iguration and the
pilot angle of view. Additionally, this instru-
ment includes yellow flight command bars
(V-bars), which are a part of the flight direc-
tor/autopilot system. There is also a decision
height (DH) indicator light in the upper left
corner that illuminates upon reaching the pre-
selected decision height if the radar altimeter
is in the aircraft. The gyroscopic power for this
instrument comes from the vacuum system of
the aircraft.
Figure 16-4. Suction Gauge

COPILOT ATTITUDE Operation

INDICATOR Selection of the desired radial or course for the
Similar to the pilot attitude indicator, the copi- CDI is available through manipulation of the
lot attitude indicator is sectioned into two course selector knob in the lower left corner of
areas, an upper “blue sky” and a lower “ground” the instrument. For the pilot indicator, the
area, which have arbitrary pitch reference lines heading reference knob on the lower right side
that are useful for pitch control. A knob at the of the instrument selects the desired heading
bottom of the copilot attitude instrument allows reference for the heading bug. This does not
in-flight adjustment of the miniature airplane control the actual compass card position.
to the horizon bar for a more accurate flight in- Positioning of the compass card is accom-
dication. There is no flight director, autopilot plished through magnetic measurements ac-
reference, or control associated with the copi- quired by the flux gate, which is in the outer
lot attitude indicator. Also different from the portion of the right wing. Should this flux gate
pilot indicator is the fact that the copilot indi- fail to work properly, adjustment of the com-
cator gyroscopic power is obtained from the pass card is available through selection of the
electrical system. A failure of this gyro or as- FREE and CW/CCW positions in the slaving
sociated system is indicated by the “barber accessory and compensator unit (Figure 16-5).
pole” red and white flag displayed in the upper
right corner of the indicator.
Operation of the turn-and-bank indicator is

accomplished via electrical power. The bank in-
dications in reference to the miniature airplane
indicate a standard rate of turn when properly
aligned with the wings of the miniature aircraft.
DIRECTIONAL INDICATOR
(LEFT FLIGHT PANEL
INSTRUMENTS)
Both directional indicators display an airplane
heading on a compass card in relation to a Figure 16-5. Slaving Accessory and
fixed simulated airplane image and index. The Compensator Unit
pilot directional indicator is a multifunctional
unit. As a standard, each aircraft is equipped
with an horizontal situation indicator (HSI). As an option, an electronic horizontal situa-
In addition to heading reference, a course de- tion indicator (EHSI) is also available for this
viation indicator (CDI) reference is also in- aircraft. Basic operation and control of this in-
cluded within the HSI. strument is similar to that of the standard HSI.
Additional functions such as brightness, range,
Gyroscopic power for this instrument is ob- arc mode, and overlay features such as storm-
tained from the electrical system. scope indications and global positioning sys-
Additionally, the gyroscope for the pilot HSI tems (GPS) routing just to name a few, are all
is remotely located from the instrument it- initially available through selection of the
self. The HSI receives signals from the gyro MENU button at the lower center position of
at the rear of the aircraft. the instrument (Figure 16-6).

mation and are built to meet future require-

ments. An industry leading Attitude/Heading
Reference System (GRS 77 AHRS) has a solid
state design that rapidly aligns and offers re-
dundancy and integrity to the flight instru-
ments. A reliable, low maintenance Air Data
Computer (GDC 74A ADC) converts pitot,
static, and temperature inputs to useful flight
data for the pilot.
PFD
The PFD dynamically displays attitude, air-
speed, altimeter, heading, and vertical speed in-
formation to the pilot. Softkeys are used to
select various display options and line select
keys along with a selector knob provide the
ability to manipulate the flight instruments.
Figure 16-6. EHSI (KI-825)
NAV Status Bar - Displays which GPS is se-
lected as the Active Source, Active Waypoint
DIRECTIONAL INDICATOR
(RIGHT FLIGHT PANEL (WPT) - Distance to Waypoint (DIS), Desired
Track (DTK) and Current Track (TRK).
INSTRUMENTS)
Gyroscopic power for operation of the copi- Airspeed Tape - Displays Groundspeed (GS),
lot directional gyro (DG) is provided by vac- Airspeed Trend, Current Airspeed, and True
uum system in the aircraft and is within the Airspeed (TAS). Markings dependent upon in-
instrument. Additionally, the compass card stallation conf iguration.
for this DG is not slaved.
Wind Vector - Displays direction and speed of
To set the compass card to the desired heading, wind.
the pilot pushes in and rotates the selector knob
in the lower left corner of the instrument. Heading Select Key - Press HDG and turn PFD
knob to set heading bug.
Course Select Key - Press CRS and turn PFD

GARMIN G-600 knob to set the course of the selected source
(VOR1, VOR2, GPS1, or GPS2).
INTRODUCTION Altitude Select Key - Press ALT and turn PFD
The G600 Avionics Display System is an avion- knob to set altimeter bug.
ics suite that combines primary flight instru-
mentation, navigational information, and a V/S (Vertical Speed) Select Key - Press V/S and
moving map all displayed on dual 6.5 inch color turn PFD knob to set V/S bug.
screens. This system is composed of sub-units
or Line Replaceable Units (LRUs) which greatly Barometer Select Key - Press BARO and turn
eases troubleshooting and maintenance of the PFD knob to change barometric setting.
G600 system. The Garmin Display Unit (GDU
620) is made up of a PFD and MFD that pres- Outside Air Temperature (OAT) - Displays the
ent the pilot’s with a great deal of useful infor- current outside air temperature.

GMX 200
GPS1 WPT MINNE DIS 3.8NM DTK 219° TRK 296° TRACK UP +
Waypoint: Wpt Bearing: ON
BATTLE GROUND
KSPB 27 W58 OFF
Revision 0.1
GS 133 2500 D 9
170 PDX (H)----116.60 BTG
40 343°
20 20
2800 18 18
160 W56 KC
2700 40 400 40
150 PORTLAND 20
27 11 KVOO 59S201W1
10 10 BERNI
2600 50 18 D PORTLAND 9 AP
KPDX
MCMINNVILLE 4S4
(L)---- 114.80 PDX 40
1407 40 18 KTTD
13 6 22500
5 20 KMMV 24 KHIO 17
130 RW22 27 40
NO. 1 MAGNETOMETER 18 21 23
120 2400
10 10 30
17S 0 7S3
GMU 44 110 2300 18MINNE +12
NEWBERG 27
03S
290° D 9 S48
100
TAS 140 30.18IN (H) 117.40 UBG 17S
+12 18
KNOTS 30 2S6NERBURG 065°FR 15NM 2S6 5S9
HDG W 33 2 15 7S3
G
24
RNG KUAO
AIR DATA COMPUTER 1 4S9
N
CRS LOC 1 WOODBURN KMMV
21
GPSS 99 7S9
1 12
3
OAT 5°C WILLAMETTE RIVER TERRAIN
S
GDC 74A ALT MENU
1 KUA0 9 -100FT
6
7S9 5 6
15 -1000FT Zoom:(Trk Up) Alt: Baro: Trk: GS: Distance:
V/S CLR
E
12 2 30NM MENU
0 50 nm 10,300 ft 29.92” 343° 135 kt 13.5 nm ENT
NAVIGATION MAP 1 MAP WX AUX FPL
BARO CDI CDI CDI 1-2 PFD DCLTR PFD MAP PFD ALERTS ENT In Out Pan Info Custom Map
NO. 1 AHRS DEFAULT
FN
GRS 77
PFD/MFD GDU 620 MFD GMX 200
AUTOPILOT
INTERFACE
NO. 2 AHRS GAD 43
GRS 77
NO. 2 TRANSPONDER
NO. 2 MAGNETOMETER
GTX 330ES
GMU 44 GTX 330
ON
IDENT FUNC CRSR
PRESSURE ALT
ALT STBY
F
ST
1202 FL 015 START

VFR CLR
OF
BY
GTX 330
STOP
ON
IDENT FUNC CRSR
PRESSURE ALT
ALT GND 0 1 2 3 4 5 6 7 8 9
ST
1201 FL 015 START
VFR CLR
OF
BY
STOP
NO. 1 TRANSPONDER
0 1 2 3 4 5 6 7 8 9
GTX 330ES

C K32 NO. 2 GPS/WAAS
COM XTK
N
126.700 ––– RNG
C 126.700
NAVIGATOR
DTK
PWR PUSH
VOL SQ O
VLOC ––– M GNS 430W
V
110.30 D
NO. 2 GPS/WAAS TRK GNS 430
113.80 O
24 W
KICT 71K RNG
V 240 M MENU C 21
C COM DPT
30
NAVIGATOR LOC ICT

PWR
N TO
S
VOLPUSH VOL/ PUSH 121.900 –––––

DIS SQ D MENU GS
ID CLR 19R 19L
33
KICT O 118.200 DIS

GNS 530W ––– M V N
15
ILS 01R VLOC ––– M CLR ENT

V
N
ENT VOL/ PUSH 14

GS ID DIK FR
12
ENR DEFAULT
110.30 KICT N
72K K ––– M DEFAULT
0.0 L NAV COM 113.80 NAV
GPS
3
COM 10 nm –2
overzoom VLOC GS S
E 6
VLOC GPS ENR OB
VLOC NAV 2.0nm –2 K
PUSH overzoom 0.0 L PUSH
C/V VLOC NAV CRSR
NAV 2 VLOC ONLY
PUSH CDI OBS MSG FPL VNAV PROC PUSH
C/V CRSR CDI OBS MSG FPL PROC
CDI KI-206
Figure 16-7. G600 Avionics Display System
16-7
GPS1 WPT MINNE DIS 3.8NM DTK 219° TRK 296° TRACK UP
GS 133 2500
170 2800
20 20
160
2700
150 10 10 BERNI
2600 50 18
1407 40 MCMINNVILLE
13 6
130 22500
5 20 KMMV
RW22
24
27
18 21
120 2400
10 10 30
17S
110 2300 18MINNE +12
100
290°
TAS 140 30.18IN +12
KNOTS 30 2S6NERBURG
HDG W 33 2 15 7S3
G
24
RNG
1
LOC 1
N
CRS WOODBURN
21
GPSS 99
1 12
5°C WILLAMETTE RIVER TERRAIN
3
OAT
S
ALT MENU
1 KUA0 9 -100FT
6
15 7S9 5 6
E -1000FT
V/S 12 2 30NM CLR
0 NAVIGATION MAP 1 MAP WX AUX FPL
BARO CDI CDI CDI 1-2 PFD DCLTR PFD MAP PFD ALERTS ENT
DEFAULT
Figure 16-8. PFD and MFD
PFD Knob - Turn PFD knob to change bug set- Vertical Speed Tape - Displays Vertical Speed
tings, Heading Bug, Course,Altitude Bug, V/S and the Vertical Speed Bug
Bug, and Barometer setting.
Barometric (BARO) Setting - Displays the
Soft Keys - Used to select available options current setting of barometric pressure.
on PFD or MFD.
Radar Altimeter Display - Displays current
SD Card Slots, Upper and Lower - The upper height above ground from the radar altimeter.
slot is used for updating databases or soft- Brown band in altitude tape represents the
ware, the lower slot is for the database card. ground.
Soft Key Labels - Located on the bottom screen Roll Pointer and Slip/Skid Indicator - The
of the PFD and MFD. Selection is done by slip/skid indicator is the bar beneath the roll
pressing the corresponding soft key. Soft keys pointer. The indicator moves with the roll
that are available have the labels shown as pointer and laterally away from the pointer to
white text on a black background. Soft keys indicate lateral acceleration (slip/skid).
that are selected have the labels shown as
black text on a gray background. Soft keys that Altitude Tape - Displays Current Altitude,
are unavailable have the labels shown as gray Altitude Trend, Altitude Bug, Altitude or Radar
text on a black background. Altimeter Minimums Bug, and BARO setting.
Horizontal Situation Indicator (HSI) - Displays

the Selected Heading Box, Current Heading,
Turn Rate Markings, and Heading Trend.

MFD Menu - Displays conf iguration items for each

page of the page groups.
The MFD has the ability to display detailed
map information, traffic, terrain, weather, and Range Select - Changes the range on the map
charts. Softkeys are used to select various dis- pages. Up arrow zooms out, down arrow zooms
play options and line select keys along with a in. Also aids in scrolling up and down text
selector knob provide the ability to manipu- pages.
late the display information.
Soft Keys
Large MFD Knob - Use to move between page SYNTHETIC VISION
groups. TECHNOLOGY
Synthetic Vision Technology (SVT) is offered
Small MFD Knob - Use to move within page as a feature to the G600. SVT is primarily
groups. comprised of a computer-generated forward-
looking, attitude aligned view of the topogra-
Enter - Validates or confirms a menu selection phy immediately in front of the aircraft from
or data entry. the pilot’s perspective. SVT information is
shown on the PFD and offers a three-dimen-
Clear - Erases information, cancels entries, or sional view of terrain and obstacles. Terrain
removes page menus. Pressing and holding and obstacles that pose a threat to the aircraft
the CLR key displays the fi rst page of the Map in flight are shaded yellow or red.
Group.
Airport
Horizon
Sign
Heading
Zero-Pitch Mark
Line
Flight Obstacle
Path
Marker
SVT
Terrain
Terrain
Threat
SVT Soft Keys

Figure 16-9. Synthetic Vision Technology
Revision 0.1 FOR TRAINING PURPOSES ONLY 16-9

AVIONICS
DESCRIPTION
The Cessna Caravan is offered with a variety
of avionics. The following are some examples
of the more recent packages available. These
examples are not exclusive to what is cur-
rently available: Figure 16-10. Avionics Switches
Garmin Package:
• GMA-340 Audio Panel • Mic/phone jacks
• GNS-530 GPS/NAV/COM No. 1 • Control surface static dischargers
• GNS-430 GPS/NAV/COM No. 2 The following paragraphs discuss these items.
• GMX 200 Additional description and operation of your
aircraft radio equipment is covered in Section
• K M D - 8 5 0 M u l t i f u n c t i o n D i s p l ay 9 (Supplements section) of the POH. .
(Bendix/King)
• GTX 327 Mode C or GTX-330 Mode S Power from the airplane power distribution
XPDR) bus to the avionics buses is controlled by the
two toggle-type switch breakers on the left
• KR-87 ADF w/KNI-582 Indicator sidewall switch panel. The left switch controls
(Bendix/King) power to the No. 1 avionics bus while the
• KN-63 DME w/KDI-527 Indicator right switch controls power to the No. 2 avion-
(Bendix/King) ics bus (Figure 16-10). Place the avionics
power switches in the OFF position prior to
•`KFC-225 Autopilot/Flight Director turning the battery switch ON or OFF, start-
System (Bendix/King))
ing the engine, or applying an external power
• KI-525A HSI or KI-825 EHSI source. An avionics cooling fan system sup-
(Bendix/King) plies internal cooling air for prolonged avion-
• KRA-10A Radar Altimeter ics equipment life. The fan operates when
the battery switch and the No. 2 avionics
• Bendix/King Package power switch is in the ON position.
• KMA-24H-70 Audio Panel
• KR-21 Marker Beacon Receiver AUDIO CONTROL PANEL
• KX-165 NAV/COM No. 1 and No. 2 Navigation/Communication
• KLN-94 GPS (NAV/COMM) Radios
• KT-70 Mode C or KT-71/73 Mode S Operation of both the Garmin GNS 430 or
XPDR 530 and the Bendix/King KX-165 navigation
and communication radios are similar in basic
Various avionics support equipment are in the function. Both offer a standby and in-use fre-
airplane, including: quencies along with memory and preselect
• Avionics cooling fan functions that work in conjunction with the as-
sociated GPS for arrivals, departures, and ap-
• Microphone/speaker proaches (Figures 16-11 and 16-12).

cursor between com and nav frequencies, when

pressed.
COM flip-flop key is used to change com

frequencies between standby and active.
V L O C f l i p - f l o p i s u s e d t o c h a n g e n av
frequencies between standby and active.
RANGE key allows a larger or smaller map

scale to be selected
Direct-To key allows the entry of a waypoint

Figure 16-11. KX-165 NAV/COM for a direct course of navigation.
G a r m i n 4 3 0 / 5 3 0 N AV / C O M Menu allows access to additional features or

Controls make changes to settings on the current page.
Clear is used to erase information or cancel

COM power/volume knob powers unit on or off an entry.
and decreases or increase communication radio
volume. Press to disable automatic squelch. Enter is used to complete data entry.
VLOC volume knob increases or decreases vol- Right knobs (GPS & PUSH CURSOR) consist
ume for the selected VOR/Localizer frequency. of the large right knob that is used to change
Press to enable or disable the ident tone. between page groups or to move the cursor
about the selected page. The small right knob
Left knobs (COM/VLOC & PUSH C/V) con- is used to change between the pages within the
sist of the large left knob that is used to tune page group or activates the cursor by pressing
the megahertz value of the standby frequency this knob.
for the navigation or communications radios,
as selected. The small left knob is used to tune Nearest key displays the nearest page group
the kilohertz value of the standby frequency starting with the airports page
for the navigation or communication radios,
as selected. The small left knob changes the CDI key is used to change between navigation
sources
OBS key is used to change between auto-

matic or manual sequencing of waypoint in
the flight plan.
MSG is used to view messages.
FPL provides access to the flight plan page

group where flight plans can be created, ed-
ited, or activated among other features.
VNAV allows creation of a vertical navigation

prof ile for descents.
Figure 16-12. GNS 530 GPS/NAV/COM

PROC allows access to the IFR procedures VFR Chart - Provies a VFR sectional style
database where arrivals, departures, and instru- map on the display.
ment approach procedures can be chosen and
loaded into the flight plan Split Screen - Allows up to two of the other
functions to be displayed side by side and an
GMX 200 optional vertical prof ile across the bottom of
the display. The terrain and profile features are
The GMX 200 display provides text and not avalable if altitude data is not available or
graphic information to give a “picture” of your if a TAWS sensor is not connected to the GMX
flight and surroundings. The display brightness 200.
may be set manually or allowed to automati-
cally adjust to ambient light conditions. At Traff ic - (When installed) shows nearby traf-
the bottom of the display, labels above the f ic and details about each target.
function keys change to show the different
choices for each function to allow access to Flight Plan - Provides details about your flight
commonly used actions. plan and each waypoint.
Functions Terrain - Shows a color coded map of terrtain
The GMX 200 contains fourteen seperate func- elevation in relation to your altitude. An alti-
tions for the display of infor mation. The tude sensor or TAWS sensor is required to pro-
function names are shown as “smart” keys at vide altitude data.
the bottom of the display. The “smart” key is
the combination of a label above a triangle Flight Information Services (FIS) - Capable
key at the bottom of the display. The labels of displaying text and graphic weather infor-
above the triangle keys change to reflect the mation with GDL 90 UAT and GDL 69/69A in-
choices available to you for each function. stallations. A subscription for the services is
Press the FN key to show the available func- required with the GDL 69/69A.
tions. Press the “smart” key below the func-
tion label to go to the desired function. While Lighting (LT) - Displays lightning strike in-
in each function, press the MENU/ENT key to formation when connected to the L3 WX500
show the options for each function. The options Stormscope.
are shown on the right side of the display.
Press the MENU ITEM key to manipulate the Chart - Provides the capability to view Garmin
options. Some options toggle on/off, while FliteChart or Jeppesen Sanderson Inc. elec-
some are tri-state (three choices) and others tronic charts. Garmin’s FlightChart shows ap-
cycle through a series of choices. p r o a c h c h a r t s . J e p p e s e n S a n d e r s o n ’s
ChartView provides approach charts and air-
Message Log - Displays information from the port surface charts.
GMX 200 or reported to the GMX 200 by its
external sensors. A flashing MSG annuncia- XM - Allows the reception of XM Satellite
tor notif ies a new message to be viewed. Radio entertainment broadcasts when the GDL
69A is installed and a subscription to the XM
Custom Map - Allows complete customiza- Radio service is activated.
tion of the displayed map by overlaying se-
lected information. Radar - Allows weather radar from the Garmin
GWX 68, ART2000, ART2100, RS 811A, or
IFR Chart - Provides a IFR en route style map RS 181A to be displayed.
on the display.
System Information - Sets general prefer-
ences, shows software version information,
and tests the display.

Bearing to Destination
Graphic Display
(TO) Wpt
GMX 200
Power/Dimming
TO Waypoint Waypoint: BATTLE GROUND Wpt Bearing:
+
ON
KSPB 27 W58 OFF
Identifier PDX D
(H)----116.60 BTG 40 9 343°
18 18
W56 KC
40 400 40
27 11 KVOO
20 59S201W1
Ownship D
PORTLAND
4S4 PORTLAND KPDX

9 AP Menu Item Keys
(L)---- 114.80 PDX 40
KHIO 18
17 KTTD
40
23
Map Orientation 0 7S3
NEWBERG 27
03S
D
117.40 UBG 9 S48
(H) 17S
065°FR 15NM 18
2S6 5S9
KUAO
Zoom (Map Scale) 4S9
KMMV 7S9
Menu/Enter Key
Function Key Zoom:(Trk Up) Alt: Baro: Trk: GS: Distance:
50 nm 10,300 ft 29.92” 343° 135 kt 13.5 nm
MENU
ENT
Rotary Knob and
In Out Pan Info Custom Map
Push Button
Photosensor FN
Data Card
Smart Smart (Function) Mounting Screw
(Function) Keys Key Labels Currently Selected Function
Figure 16-13. GMX 200
Automatic Direction Finder and receivers. All audio is selectable for either
speaker or headphone output. An intercom
The KR-87 automatic direction f inder (ADF) can also be controlled from this panel on the
features several functions within the unit, KMA-24 (Figure 16-15).
including:
• Flight timer Transponder
• Programmable elapsed timer The Garmin GTX 330 and Bendix/King KT-
70 transponders are Mode S, instrument flight
• Automatic dimming circuits rules (IFR) certif ied transponders with
• Beat frequency oscillator (BFO) datalink capability, including local traff ic up-
dates (Figures 16-16 and 16-17). Pilots can re-
• Active and standby frequency selections ceive FAA Traffic Information Services (TIS),
including location, direction, altitude, and
The KNI-582 radio magnetic indicator (RMI) climb/descent information of nearby aircraft
works with the KR-87 receiver to provide nav- on the GNS 430, 530, or KMD-850 multifunc-
igational indications to the pilot (Figure tion display (MFD). The result is improved
16-14). This indicator can provide indications communication between aircraft and air traf-
for two ADF receivers and two VOR receivers f ic control (ATC), providing U.S. pilots with
and is slaved to the pilot directional gyro. greater traff ic awareness in busy terminal
areas (Figure 16-18).
The GMA 340 and KMA-24 combine the func-
tions of a marker beacon receiver and an audio Some of the features of the GTX 330 are the
control panel to control the audio from all liquid crystal display (LCD), the numeric key-
communications and navigation transceivers

pad, a dedicated VFR button, and display of Autopilot

current pressure altitude. Timing and display
functions such as flight time and count-up and The KFC-225 system is an integrated digital
count-down timers are available. autopilot computer combining the functions of
the computer, mode selector, altitude preselec-
tor, annunciator, and yaw damper (optional)
into one unit (Figure 16-19). In addition to the
standard autopilot and flight director modes,
the KFC-225 provides:
• Integ rated altitude aler ting and
preselection
• Radar altimeter gain scheduling
• Accurate tracking through the VOR
“cone of confusion”
• Voice messaging
The altitude alerter and preselector provides au-

tomatic arming and the annunciators are provided
on the display. The KFC 225 also accepts GPS
roll steering commands.
The servos used for pitch, roll, and pitch trim

commands are monitored and automatically
disconnect when excessive pitch rates, roll
Figure 16-14. KNI-582 RMI rates, or acceleration forces are sensed. Voice
GMA 347
O M I MKR
MUTE
COM1 COM2 COM3 NAV1 NAV2 DME ADF PLAY
SQ MAN SQ
SQ TEL PILOT
HI COM1 COM2 COM3 COM
OFF/
PILOT AUDIO ICS ISOLATION VOL
MIC MIC MIC 1/2
VOL PULL
SENS SPKR COPLT PASS
PILOT VOL COPILOT
Figure 16-15. GMA 347
Figure 16-16. GTX 330 Transponder

Figure 16-17. KT-71 Transponder
Figure 16-18. KMD-850 Multifunction Display
messages and audible warning keep the pilot GLOBAL POSITIONING SYSTEM
aware of these situations. When the system is
powered-up, a preflight test automatically in- The comprehensive aeronautical databases of
spects and then monitors the components of both the Garmin GNS 430/530 and the
the system to ensure proper operation. As an Bendix/King KLN-94 GPS include airports,
option on later aircraft, there are audible voice VORs, NDBs, intersections, and special use air-
messages to alert the pilot to either the eleva- space (Figure 16-20). To enhance situational
tor running for more than 5 seconds (“trim in awareness, supplemental cartographic data-
motion, trim in motion”) or an out-of-trim bases include rivers, roads, lakes, cities, rail-
condition existing for more than 16 seconds road track, boundaries, and towers. Other GPS
(“check pitch trim”). features include:

• GPS IFR approaches

• IFR approach overlays
OFF
• Dedicated range selection for map pages
DH 50
For both units there is a dedicated procedures
button to simplify the loading of approaches, de-
1
partures and arrivals. A quick-tune feature can
automatically load frequencies into the associ-
RADAR 2
ated Garmin. ALTITUDE
3
RADAR ALTIMETER 25 X 100 FEET 4
20
The KRA-10A radar altimeter provides con-
tinuous visual indication of height above ter-
15 10 5
rain from 2,500 feet AGL to 35 ±15 feet AGL. H TO T
PUS
EST
It also provides continuous selection of deci-
sion height and annunciation of the selected
decision height as well as a complete self-test
feature that the pilot needs to be familiar with Figure 16-21. KRA-10A Radar Altimeter
and complete prior to takeoff (Figure 16-21).
Figure 16-19. KFC-225 Autopilot/Flight Director System
Figure 16-20. KLN-94 GPS

MULTIFUNCTION DISPLAY and strength of precipitation and is intended

to allow the pilot to avoid thunderstorms and
The KMD-850 MFD features a large 5” (di- associated turbulence (Figure 16-22).
agonal) high-resolution LCD display. This
MFD provides a topog raphical map with The vertical prof ile system scans vertically at
flight plan as well as display and control of the azimuth selected by the pilot using the
the options listed below. track line. This enables the user to examine the
angle of the cell leading edge to determine di-
Beyond the basic topographical functions of rection of movement, check radar tops, and dis-
the KMD 850, a number of other features and tinguish between ground and weather returns.
services are available. These features are This system is also stabilized to ±30° combined
briefly discussed within the following infor- pitch and roll. It also has four levels of color
mation. With the addition of these features with switchable ranges of 10, 20, 40, 80, 160,
the designated model number can change (i.e., and 240 NM, a horizontal scan angle of 100°,
KMD-860, KMD-870, and KMD-880) and a vertical scan angle of 60°.
Another thunderstorm detection and avoid-

Bendix/King ART 2000 Color ance tool that is available with this unit is the
Weather Radar Goodrich WX-500 Stormscope. The WX-500
The weather function of the KMD-850 MFD detects electrical discharges associated with
for the display and control of the weather radar thunderstorms within 200 NM radius of the air-
system. Weather radar indicates the presence craft. In addition to the KMD-850, these in-
Figure 16-22. ART 2000 WX Radar Stormscope Display

dications also display on the Garmin 430/530 provided to ATC. Estimated bearing, distance,
and Bendix/King KI-825 EHSI. altitude and heading information for aircraft
within 7 NM and +3,500/–3,000 feet altitude of
the aircraft is sent over the Mode S datalink to
KDR 510 Flight Information the TIS display. The pilot is also alerted to air-
System craft that are predicted to be within 30 seconds
The weather function of the KMD-850 also al- of a potential collision, no matter the distance
lows for the display and control of the flight or altitude.
information system (FIS). The FIS supplies
r e a l - t i m e we a t h e r i n f o r m a t i o n s u c h a s Also available as a traffic advisory system is
NEXRAD graphics, METARs, TAFs, and other the Goodrich Skywatch TAS. The TAS system
flight advisory information to enhance situa- displays aircraft up to ±8,700 feet of the aircraft.
tional awareness. Also available with this is the “above” view
that allows traff ic to be displayed if it is
+8,700/–2,700 feet or “below” view for traffic
KGP-560 Terrain Avoidance that is +2,700/–8,700 feet. Generated traffic
and Warning System symbols include nonthreat traffic, proximity in-
truder traffic, and traffic advisory. Additionally,
The terrain function of the KMD-850 MFD allows an arrow appears that faces either up or down
for the display and control of the terrain avoid- to indicate if the aircraft is climbing or de-
ance system. The KGP-560 general aviation en- scending at a rate of 500 fpm or greater. Both
hanced ground proximity warning system the TAS and TIS systems display traffic on the
(GA-EGPWS) (Figure 16-23) provides terrain Garmin 430 and GNS 430 units.
display, situational awareness, terrain alerting
and warning, and obstacle alerting and warning
to the pilot while satisfying the requirements for
Class B terrain avoidance and warning systems LIMITATIONS
(TAWS) as defined by the FAA. In addition to
showing terrain ahead of the aircraft, the EGPWS Refer to the POH for limitations of the var-
also shows terrain features shown on the display. ious avionics components.
The color and intensity of the terrain along with
aural warnings instantly alert the pilot to areas of PLACARDS
dangerous terrain. The range of this terrain is se-
lectable by the pilot from 1 to 320 NM. A calibration card must be provided to indi-
cate the accuracy of the magnetic compass in
30° increment.
KTA-870 Traffic Advisory
System
The traffic function of the KMD-850 allows EMERGENCY/
for the display and control of the traffic avoid-
ance system (TAS). The KTA-870 TAS function ABNORMAL
actively monitors the airspace around the air-
craft and warns both visibly and with an audio If sensor information is intermittent or is lost,
alert the presence of nearby transponder- utilize the remaining operational navigation
equipped aircraft that may pose a collision threat equipment as required.
(Figure 16-24). There are two other options for
traffic systems. The first option is through the
Traffic Information Service (TIS). This service
is offered through the FAA Mode S terminal sen-
sors and uses the same surveillance information

Figure 16-23. KGP-560 Terrain and Avoidance System
Figure 16-24. KTA-870 Traffic Advisory System

QUESTIONS
. 1. The avionics cooling fan can be turned on 6. The EGPWS has a range selectable to
with avionics switch #2? _____ miles.
A. True A. 40
B. False B. 240
C. 540
2. The KFC 225 autopilot preflight test oc- D. 320
curs automatically.
A. True 7. The KTA 70 TAS actively monitors the
B. False surrounding airspace and warsn the pilot
visually only though the KMD 850.
3. The KFC 225 gives an annunciator warn- A. True
ing if the elevator trim runs more than 3 B. False
seconds (voice message is optional).
A. True 8. The KTA 70 can alert the pilot of:
B. False A. Any aircraft nearby
B. Any transponder-equipped aircraft
4. Airborne radar is installed to help the C. Only metal aircraft or aircraft com-
pilot penetrate thunderstorms. posed of mostly metal parts
A. True D. Only aircraft equipped with Mode S
B. False transponders
5. The KGP 560 is used to:

A. Warn the pilot of proximity to traff ic
B. Provide storm information
C. Display weather radar display
D. Provide terrain alert and warning

CHAPTER 17
MISCELLANEOUS SYSTEMS
CONTENTS
Page
INTRODUCTION................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
OXYGEN SYSTEM ............................................................................................................. 17-2
Description .................................................................................................................... 17-2
Components................................................................................................................... 17-2
Operation ....................................................................................................................... 17-2
Limitations..................................................................................................................... 17-3
QUESTIONS......................................................................................................................... 17-4

ILLUSTRATIONS
Figure Title Page
17-1 OXYGEN Gauge ................................................................................................... 17-2
17-2 Oxygen Duration Chart ......................................................................................... 17-3

CHAPTER 17
MISCELLANEOUS SYSTEMS
INTRODUCTION
This chapter describes the miscellaneous systems on the Cessna Caravan I. Information
is provided on the components, controls and indications for the oxygen system.
GENERAL
An oxygen system provides the supplementary altitude or for use in the event smoke or other
oxygen necessary for continuous flight at high toxic/noxious fumes are detected in the cabin.

OXYGEN SYSTEM
DESCRIPTION
In the passenger model 208, the oxygen sys-
tem is a 10-port system with a capacity of
116.95 cubic feet. In the 208 and 208B cargo
versions it is a two-port system with a capac-
ity of 50.67 cubic feet, and a 13-port system
with a capacity of 116.95 cubic feet for model
208B passenger versions. The larger 116.95
cubic foot bottle is an option on all models.
COMPONENTS
Oxygen Cylinder Figure 17-1. OXYGEN Gauge
Oxygen is supplied from a cylinder in the tail
cone and is reduced from cylinder pressure to OPERATION
operating pressure by a regulator on the cylin-
der. A remote shutoff valve control lever in the Oxygen Duration
overhead console above the pilot and front
passenger seat controls an oxygen shutoff In order to make optimum use of the aircraft
valve, which is part of the regulator assembly. and oxygen system, it is important that the
pilot understand the capabilities of the system
as well as the duration of the oxygen supply.
Oxygen Outlets/Masks The oxygen duration chart (Figure 17-2) is
used to calculate the oxygen use time remain-
In the two-port system, two oxygen outlets
ing in the system.
are in the cabin ceiling, one each outboard of
the pilot and front passenger seats. In the 10-
The pressure reading is taken from the gauge
port system, eight additional ports are adja-
on the oxygen control panel in the center of
cent to each of the eight aft passenger
the cabin ceiling above the pilot. Locate this
ventilating air outlets. The standard masks are
pressure on the left side of the chart and fol-
the partial rebreathing type, equipped with
low the line over to the right until the appro-
vinyl hoses and flow indicators. The pilot
priate altitude line is encountered. From that
mask is equipped with a microphone to facil-
point, follow the vertical line down to the bot-
itate use of the radio when using oxygen.
tom of the chart and read the time in hours. For
example, with an oxygen pressure reading of
CONTROLS AND INDICATIONS 1,100 psi at an altitude of 15,000 feet, the
oxygen duration for one person is 9.5 hours.
Oxygen cylinder pressure is indicated by a If more than one person is using oxygen, di-
pressure gauge on the overhead console adja- vide the time derived above by the number of
cent to the OXYGEN shutoff valve control persons using oxygen.
(Figure 17-1).
The chart shown is for a 116.95-cubic-foot-ca-
pacity oxygen system.

1,850 psi. The red line indicates a pressure

of 2,000 psi.
When oxygen is being used by passengers at
night, the reading light above each passenger
must be turned on in order to check the face
mask hose flow indicator.
A maximum of 12 oxygen masks are allowed
to be plugged into the oxygen outlets at a time.
WARNING
Grease, oil, or other lubricants in
contact with oxygen create a seri-
ous f ire hazard, and such contact
must be avoided when handling oxy-
gen equipment.
(116.95 CUBIC FEET CAPACITY)

NOTE:
OXYGEN DURATION IN HOURS
= TOTAL HOURS DURATION
NUMBER OF PERSONS
Figure 17-2. Oxygen Duration Chart
Refer to the Pilot’s Operating Handbook

(POH), Section 9 for more information about
the oxygen system operation.
LIMITATIONS
Oxygen Pressure Gauge
The oxygen gauge has two colored arcs and
a colored line to indicate oxygen pressure. The
yellow arc indicates from 0 to 300 psi. The
green arc indicates pressure from 1,550 to

QUESTIONS
1. The oxygen system controls are:
A. In the overhead console.
B. On the instrument panel.
C. On the center console.
D. On the left switch and CB panel.

CHAPTER 18
MANEUVERS AND PROCEDURES
CONTENTS
Page
INTRODUCTION................................................................................................................. 18-1
GENERAL ............................................................................................................................ 18-1
Cold Weather Operation ................................................................................................ 18-2
Flight Profiles................................................................................................................ 18-2

ILLUSTRATIONS
Figure Title Page
18-1 Takeoff and Initial Climb....................................................................................... 18-3
18-2 Takeoff—Engine Failure Immediately after Takeoff ............................................. 18-3
18-3 Go-Around (Typical).............................................................................................. 18-4
18-4 Landing Pattern...................................................................................................... 18-5
18-5 Instrument Approach ............................................................................................. 18-6
18-6 Emergency Descent Procedures............................................................................. 18-7

CHAPTER 18
MANEUVERS AND PROCEDURES
INTRODUCTION
This chapter provides information for performing maneuvers and procedures with the
Cessna Caravan I. Flight prof iles are provided for normal takeoff and initial climb, en-
gine failure immediately after takeoff, go-around, landing pattern, instrument approach,
and emergency descent procedures.
GENERAL
Flight prof iles offer outlines on power lever dures. Actual in-flight procedures may differ
settings, propeller control settings, flap posi- due to aircraft conf iguration, weight, weather,
tion, degrees of pitch, rate of climb, airspeed, traff ic, ATC instructions, etc. Procedures are
trim, torque, weights, traff ic patterns, rate of consistent with the Pilot Operating Handbook
descent, and minimum descent altitude (MDA) (POH). If a conflict develops between these
or decision height (DH). The prof iles are used procedures and the POH, the POH procedures
in normal and emergency operating proce- must be followed.

COLD WEATHER OPERATION to replace those found in the POH. Consult the
POH prior to and during each flight for detailed
Give special consideration to the operation information.
of the airplane fuel system during the winter
season or prior to any flight in cold tempera-
tures. Proper preflight draining of the fuel
system is especially important and eliminates
any free water accumulation. The use of an ad-
ditive is required for anti-ice protection. Refer
to Section 8 of the POH for information on the
proper use of additives.
Cold weather often causes conditions that re-

quire special care during airplane operations.
Even small accumulations of frost, ice, or
snow must be removed from the wing, tail,
and all control surfaces to assure satisfactory
flight performance and handling. Control sur-
faces must be free of any internal accumula-
tions of ice or snow.
Use an external preheater to reduce wear and

abuse to the engine and the electrical system.
Preheating lowers the viscosity of the oil
trapped in the oil cooler prior to starting in ex-
tremely cold temperatures.
Use an auxiliary power unit (APU) when am-

bient temperatures are below 0°F (–18°C).
Proper engine warmup assures that oil temper-
ature is in the green arc (10 to 99°) prior to
flight operations.
If snow or slush covers the takeoff surface, al-

lowance must be made for takeoff distances,
which increase as the snow or slush depth in-
creases. The depth and consistency of this
cover can prevent takeoff in many instances.
FLIGHT PROFILES
The following pages depict typical flight and
maneuver prof iles (Figures 18-1 through 18-
6). They are not meant to replace established
procedures but to provide a suggested safe
method for those pilots without established
procedures. The power settings shown are ap-
proximate while the airspeeds may be consid-
ered to be the minimum recommended. The
distances and speeds shown are not intended

AFTER TAKEOFF
OBSTACLES CLEARED:
1. AIRSPEED 85 KIAS—FLAPS 10˚
3. CRUISE CLIMB—110-120 KIAS
ROTATE
1. ROTATE—70-75 KIAS
INITIAL CLIMB
BRAKE RELEASE 1. CLIMB SPEED—85-95 KIAS
1. BRAKES—APPLY
2. POWER—SET FOR TAKEOFF
3. ANNUNCIATORS—CHECK
4. BRAKES—RELEASE
BEFORE TAKEOFF
1. BEFORE TAKEOFF CHECKLIST—
COMPLETE
2. WINGS FLAPS—20˚
Figure 18-1. Takeoff and Initial Climb
WHEN PILOT DUTIES PERMIT, COMPLETE THE

APPROPRIATE CHECKLIST EMERGENCY ITEMS
AT ROTATE SPEED SMOOTHLY ROTATE

THE AIRCRAFT TO AN 8-10° NOSEUP
ATTITUDE
AIRSPEED—85 KIAS WITH 20° FLAPS

LOSS OF ENGINE
AFTER LIFTOFF
Figure 18-2. Takeoff—Engine Failure Immediately after Takeoff

MAXIMUM THRUST
SECONDARY CLIMB
OBSTACLES CLEARED:
3. CRUISE CLIMB CHECKLIST—
COMPLETE
FINAL APPROACH INITIAL CLIMB

1. BEFORE LANDING CHECKLIST— 1. POWER LEVER—ADVANCE FOR
COMPLETE TAKEOFF POWER
2. LANDING CHECKLIST— 2. PITCH—ROTATE NOSE SMOOTHLY
COMPLETE TO 8˚-10˚ NOSE UP
3. WING FLAPS—20˚
4. AIRSPEED—80 KIAS (MIN)
400' AGL (MIN)

"GO-AROUND"
AIRPORT
Figure 18-3. Go-Around (Typical)

WHEN CLEAR OF RUNWAY

1. AFTER LANDING CHECKLIST—COMPLETE
LANDING ASSURED AND

LINED UP WITH RUNWAY
1. AIRSPEED—80 KIAS
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
4. RETARD POWER LEVER TO
IDLE DURING FLARE OR AT
TOUCHDOWN
PATTERN ENTRY
1. BEFORE LANDING CHECKLIST—
COMPLETE
3. TORQUE—AS REQUIRED
4. AIRSPEED—120 KIAS OR BELOW
ABEAM LANDING POINT

2. TORQUE—AS REQUIRED
3. LANDING CHECKLIST—COMPLETE
FINAL TURN
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
Figure 18-4. Landing Pattern

OUTSIDE IAF PROCEDURE TURN OUTBOUND

1. BEFORE LANDING 1. TORQUE—AS REQUIRED FOR
CHECKLIST—COMPLETE AIRSPEED CONTROL
2. WING FLAPS—10˚ 2. WING FLAPS—10˚
3. AIRSPEED—120 KIAS 3. AIRSPEED—120 KIAS
PRIOR TO FIX
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
4. LANDING CHECKLIST—COMPLETE
AT THE FINAL FIX

1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
LANDING ASSURED AND

LINED UP WITH RUNWAY
1. TORQUE—AS REQUIRED FOR LANDING
2. WING FLAPS—CONSIDERED
NOTE:
FINAL LANDING CONFIGURATION AND AIRSPEED SHOULD BE
ESTABLISHED BEFORE FINAL APPROACH FIX PASSAGE, IF
PROXIMITY OF THE FINAL APPROACH FIX TO THE AIRFIELD
DICTATES.
Figure 18-5. Instrument Approach

INITIAL DESCENT LEVEL-OFF
1. ATC TRANSPONDER CODE—7700 SMOOTH AIR: 1. AT 1,000' TO 2,000'

2. NOTIFY AIR TRAFFIC CONTROL 1. SEATS, SEAT BELTS, SHOULDER ABOVE DESIRED ALTITUDE,
3. REQUEST ALTIMETER SETTING HARNESSES—SECURE INITIATE THE LEVEL OFF
2. POWER LEVEL—IDLE PROCEDURES
3. PROPELLER CONTROL LEVER—MAX 2. CRUISE CHECKLIST—
(FULL FORWARD) COMPLETE (WHEN PILOT
4. WING FLAPS—10˚ DUTIES PERMIT)
ROUGH AIR:
1. SEATS, SEAT BELTS, SHOULDER
HARNESSES—SECURE
2. POWER LEVER—IDLE
3. PROPELLER CONTROL LEVER—MAX
(FULL FORWARD)
4. WING FLAPS—0˚
5. AIRSPEED—VA
WEIGHTS AND AIRSPEEDS:
208 AND 208 CARGO MASTER

8,000 LB 150 KIAS
6,300 LB 134 KIAS
4,500 LB 115 KIAS
208B AND 208B SUPER CARGO MASTER

8,750 LB 148 KIAS
7,500 LB 137 KIAS
6,250 LB 125 KIAS
5,000 LB 112 KIAS
Figure 18-6. Emergency Descent Procedures

CHAPTER 19
WEIGHT AND BALANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 19-1
DESCRIPTION..................................................................................................................... 19-2
Terminology................................................................................................................... 19-2
Weight and Balance Computation Form ....................................................................... 19-3
Fuel Weight and Moment .............................................................................................. 19-3
Baggage/Cargo Loading.............................................................................................. 19-11
Passenger Seating Configuration ................................................................................ 19-20
Weights ........................................................................................................................ 19-20
Center-of-Gravity Limits............................................................................................. 19-20
Flight Load Factor Limits ........................................................................................... 19-20
Sample Weight and Balance Problems ....................................................................... 19-22

ILLUSTRATIONS
Figure Title Page
19-1 Center-of-Gravity Moment Envelope—208B ....................................................... 19-9
19-2 Center-of-Gravity Limits—208B ........................................................................ 19-10
19-3 Internal Cabin Loading Arrangement.................................................................. 19-12
19-4 Cargo Pod Loading Arrangement........................................................................ 19-12
19-5 Maximum Zone/Compartment Loading and Internal Cabin Dimensions .......... 19-13
19-6 Cargo Partition Net.............................................................................................. 19-15
19-7 Typical Cargo Restraint Methods ........................................................................ 19-16
19-8 Cargo Pod Specifications ................................................................................... 19-17
19-9 Cargo Door Opening Restraining Net ................................................................. 19-18
19-10 Cargo Tiedown Attachments................................................................................ 19-19
19-11 Optional Seating Arrangements (208B Passenger Version)................................ 19-21
TABLES
Table Title Page
19-1 Airplane Weight Limitations ................................................................................. 19-2
19-2 Weight and Balance Record (Loading Manifest) .................................................. 19-4
19-3 Weight and Balance Table—208B ......................................................................... 19-5
19-4 Maximum Certified Weights ............................................................................... 19-22
19-5 Standard Airplane Weights .................................................................................. 19-22
19-6 Specific Loading ................................................................................................. 19-22
19-7 Loading Table—208B.......................................................................................... 19-23
19-8 Weight and Balance Computation—208B .......................................................... 19-23
19-9 Revised Weight and Balance Computation—208B............................................. 19-23
19-10 Landing Weight and Balance Computation—208B ............................................ 19-23

CHAPTER 19
WEIGHT AND BALANCE
INTRODUCTION
This chapter describes the weight and balance information for the Cessna Caravan I.
Information includes common terminology, applicable forms, tables, and graphs used
in determining that the aircraft meets the manufacturer’s weight and center-of-gravity
(CG) limitations. Each section includes a sample of the charts and graphs and their use.

DESCRIPTION distance increases. Climb, cruise, and land-

ing performance are also adversely affected.
This section describes the procedure for en-
suring that the aircraft is operated within its Routinely determine the balance of the air-
weight and CG limitations. Two methods for plane since it is possible to be within the max-
determining weight and balance will be shown: imum weight limits and still exceed the CG
the Weight and Balance Computation Form limits. An airplane loading that exceeds the for-
and the Loading Manifest. ward CG limit may place heavy loads on the
nosewheel and cause the airplane to be more
In order to achieve the performance and flight diff icult to rotate for takeoff or flare during
characteristics for the airplane, it must be landing. If the CG is too far aft, the airplane
flown within the approved weight and CG lim- may rotate prematurely on takeoff, depending
its. Although the airplane offers flexibility of upon trim settings. A properly loaded airplane
loading, it cannot be flown with normal crew, performs as intended. Before the airplane is li-
full fuel tanks, and both cabin and cargo pod censed, a basic empty weight, CG, and mo-
loading zones f illed to maximum capacity. ment, are computed. Specif ic information
The pilot must utilize the loading flexibility regarding the weight, arm, moment and in-
to ensure that the airplane does not exceed its stalled equipment for a particular airplane as
maximum weight limits and is loaded within delivered from the factory can be found in the
the CG range before takeoff (Table 19-1). plastic envelope in the back of the Pilot
Operating Handbook (POH) for that airplane.
WARNING
Table 19-1. AIRPLANE WEIGHT
LIMITATIONS It is the responsibility of the pilot to
ensure that the airplane is loaded
208B properly. Operations outside of pre-
scribed weight and balance limita-
Maximum Ramp Weight 8,785 tions could result in an accident and
Maximum Takeoff Weight 8,750 serious or fatal injury.
Maximum Weight-Icing 8,550
Maximum Landing Weight 8,500 TERMINOLOGY

• Arm—Horizontal distance from the ref-
erence datum to the CG of an item.
Weight is important because it is the basis for
• Basic empty weight—Standard empty
many flight and structural characteristics. weight plus the weight of optional
Flights at excess weight are possible and equipment.
may be within the performance capability
of the airplane, but loads for which the air- • CG—Point at which an airplane bal-
plane was not designed may be imposed on ances if suspended. Its distance from
the structure, especially during landing. Also, the reference datum is found by divid-
flight at weights over the maximum takeoff ing the total moment by the total weight
weight may be a contributing factor in an of the airplane.
accident, especially when combined with • CG arm—Arm obtained by adding the
other factors such as temperature, f ield el- airplane individual moments and divid-
evations, and runway conditions. As weight ing the sum by the total weight.
increases, takeoff speed and stall speeds in-
crease. During takeoff, the rate of accelera- • CG limits—Extreme CG locations
t i o n d e c r e a s e s a n d t h e r e q u i r e d t a ke o ff within which the airplane must be oper-
ated at a given weight.

• Mean aerodynamic chord (MAC)— • The basic empty weight and moment are
MAC of a wing is the chord of an imag- entered from the most current line of
inary airfoil, which throughout the flight the Weight and Balance Record.
range has the same force vectors as those
of the wing. • Record the total amount of fuel in
pounds on the airplane and determine
• Maximum landing weight—Maximum the moment by reading directly from
weight approved for the landing touch- Table 19-3.
down.
• List weight of the pilot, flight case, pas-
• Maximum ramp weight—Maximum sengers, and cargo (including cargo pod,
weight approved for ground maneuver. if installed). Determine the moment (per
It includes the weight of start, taxi, and thousand) from Table 19-3 for each
runup fuel. weight.
• Maximum takeoff weight—Maximum • To t a l o f a l l t h e we i g h t s a n d m o -
weight approved for the start of the take- ments/1000. This must not exceed the
off roll. maximum ramp weight of the aircraft.
• Moment—Product of the weight of an • Allowing 35 pounds of fuel for taxiing,
item multiplied by its arm. (Moment di- calculate the weight and balance for
vided by the constant 1000 is used in the takeoff. This must not exceed the max-
POH to simplify balance calculations imum takeoff weight and the moment
by reducing the number of digits.) m u s t f a l l w i t h i n t h e C G E nv e l o p e
(Figures 19-1 and 19-2).
• Reference Datum—Imaginary vertical
plane 100 inches forward of the front • Utilizing the appropriate performance
face of the f irewall. charts from Section 5 of the approved
POH, determine the fuel burn for the pro-
• Standard empty weight—Weight of a posed trip. Then deduct the weight of fuel
standard airplane including unusable burned from the takeoff weight and mo-
fuel, full operating fluids, and full en- ment figures and determine that the land-
gine oil. ing weight and CG are within limitations.
• Station—Location along the airplane
fuselage given in terms of the distance
from the reference datum. FUEL WEIGHT AND MOMENT
• Tare—Weight of chocks, blocks, stands, Information on the fuel Weight and Moment ta-
etc. used when weighing an airplane, bles in the POH and Table 19-3 are based on av-
and is included in the scale readings. erage fuel density at a fuel temperature of 60°F.
Tare is deducted from the scale reading However, fuel weight increases approximately
to obtain the actual (net) airplane weight. 0.1 ppg for each 25°F decrease in fuel temper-
ature. Therefore, when environmental condi-
WEIGHT AND BALANCE tions are such that the fuel temperature is
COMPUTATION FORM different from that shown in the chart headings,
a new fuel weight calculation should be made
The following information can help the pilot using the 0.1 ppg increase in fuel for each 25°F
operate the Cessna 208B within the prescribed decrease in fuel temperature. As an example,
weight and CG limitations when using the on the table for Jet A fuel, the weight is based
Cessna Weight and Balance Computation form on fuel that has an average density of 6.7 ppg.
(Table 19-2). For the sake of this problem, assume that the
tanks are completely filled and the fuel temper-
ature is at 35°F, which is 25°F below the 60°F
on which the chart is based.

Table 19-2. WEIGHT AND BALANCE RECORD (LOADING MANIFEST)

Table 19-3. WEIGHT AND BALANCE TABLE—208B
FUEL (JET A, JET A-1, JET B, JP-1, AND JP-8 WITH DENSITY OF 6.7 LBS./GAL AT 60°F)
WEIGHT MOMENT/1000 WEIGHT MOMENT/1000
GALLONS (POUNDS) ARM VARIES GALLONS (POUNDS) ARM VARIES
5 33 6.8 175 1172 239.9
10 67 13.7 180 1206 246.7
15 100 20.6 185 1239 253.5
20 134 27.5 190 1273 260.4
25 167 34.3 195 1306 267.2
30 201 41.2 200 1340 274.0
35 234 48.1 205 1373 280.8
40 268 55.0 210 1407 287.6
45 301 61.8 215 1440 294.4
50 335 68.7 220 1474 301.2
55 368 75.6 225 1507 308.0
60 402 82.5 230 1541 314.8
65 435 89.3 235 1574 321.6
70 469 96.2 240 1608 328.4
75 502 103.1 245 1641 335.2
80 536 109.9 250 1675 342.0
85 569 116.8 255 1708 348.8
90 603 123.6 260 1742 355.6
95 636 130.5 265 1775 362.4
100 670 137.3 270 1809 369.2
105 703 144.2 275 1842 376.0
110 737 151.0 280 1876 382.8
115 770 157.9 285 1909 389.5
120 804 164.7 290 1943 396.3
125 837 171.6 295 1976 403.1
130 871 178.4 300 2010 409.9
135 904 185.3 305 2043 416.7
140 938 192.1 310 2077 423.4
145 971 198.9 315 2110 430.2
150 1005 205.8 320 2144 437.0
155 1038 212.6 325 2177 443.7
160 1072 219.4 327 2189 446.1
165 1105 226.3 330 2211 450.5
170 1139 233.1 332 2224 453.2

Table 19-3. WEIGHT AND MOMENT TABLE—208B (Cont)
CREW AND PASSENGERS (INDIVIDUAL/TWO-PLACE COMMUTER SEATING)
PILOT/FRONT AFT PASSENGER SEATS

PASS. SEATS
WEIGHT 1 AND 2 4 AND 5 3 7 AND 8 6 9 AND 10 11
(POUNDS) ARM=135.5 ARM=173.9 ARM=189.9 ARM=209.9 ARM=225.9 ARM=245.9 ARM=261.9
MOMENT/1000
1 0.1 0.2 0.2 0.2 0.2 0.2 0.3
2 0.3 0.3 0.4 0.4 0.5 0.5 0.5
3 0.4 0.5 0.6 0.6 0.7 0.7 0.8
4 0.5 0.7 0.8 0.8 0.9 1.0 1.0
5 0.7 0.9 0.9 1.0 1.1 1.2 1.3
6 0.8 1.0 1.1 1.3 1.4 1.5 1.6
7 0.9 1.2 1.3 1.5 1.6 1.7 1.8
8 1.1 1.4 1.5 1.7 1.8 2.0 2.1
9 1.2 1.6 1.7 1.9 2.0 2.2 2.4
10 1.4 1.7 1.9 2.1 2.3 2.5 2.6
20 2.7 3.5 3.8 4.2 4.5 4.9 5.2
30 4.1 5.2 5.7 6.3 6.8 7.4 7.9
40 5.4 7.0 7.6 8.4 9.0 9.8 10.5
50 6.8 8.7 9.5 10.5 11.3 12.3 13.1
60 8.1 10.4 11.4 12.6 13.6 14.8 15.7
70 9.4 12.2 13.3 14.7 15.8 17.2 18.3
80 10.8 13.9 15.2 16.8 18.1 19.7 21.0
90 12.2 15.7 17.1 18.9 20.3 22.1 23.6
100 13.6 17.4 19.0 21.0 22.6 24.6 26.2
200 27.1 34.8 38.0 42.0 45.2 49.2 52.4
300 40.6 52.2 57.0 63.0 67.8 73.8 78.6
EXAMPLE:
TO OBTAIN MOMENT FOR A 170 LB PILOT, ADD MOMENTS SHOWN FOR 100 LBS (13.6)
AND 70 LBS (9.4) FOR A TOTAL MOMENT OF 23.0.

CARGO (CABIN LOCATIONS)

WEIGHT ZONE 1 ZONE 2 ZONE 3 ZONE 4 ZONE 5 ZONE 6
(POUNDS) ARM=172.0 ARM=217.8 ARM=264.4 ARM=294.5 ARM=319.5 ARM=344.0
MOMENT/1000
1 0.2 0.2 0.3 0.3 0.3 0.3
2 0.3 0.4 0.5 0.6 0.6 0.7
3 0.5 0.7 0.8 0.9 1.0 1.0
4 0.7 0.9 1.1 1.2 1.3 1.4
5 0.9 1.1 1.3 1.5 1.6 1.7
6 1.0 1.3 1.6 1.8 1.9 2.1
7 1.2 1.5 1.8 2.1 2.2 2.4
8 1.4 1.7 2.1 2.4 2.6 2.8
9 1.5 2.0 2.4 2.7 2.9 3.1
10 1.7 2.2 2.6 2.9 3.2 3.4
20 3.4 4.4 5.3 5.9 6.4 6.9
30 5.2 6.5 7.9 8.8 9.6 10.3
40 6.9 8.7 10.6 11.8 12.8 13.8
50 8.6 10.9 13.2 14.7 16.0 17.2
60 10.3 13.1 15.9 17.7 19.2 20.6
70 12.0 15.2 18.5 20.6 22.4 24.1
80 13.8 17.4 21.2 23.6 25.6 27.5
90 15.5 19.6 23.8 26.5 28.8 31.0
100 17.2 21.8 26. 29.5 32.0 34.4
200 34.4 43.6 52.9 58.9 63.9 68.8
300 51.6 65.3 79.3 88.4 95.9 103.2
400 68.8 87.1 105.8 117.8 127.8
500 86.0 108.9 132.2 147.3 159.8
600 103.2 130.7 158.6 176.7 191.7
700 120.4 152.5 185.1 206.2 223.7
800 137.6 174.2 211.5 235.6 255.6
900 154.8 196.0 238.0 265.1 287.6
1000 172.0 217.8 264.4 294.5 319.5
2000 435.6
3000 653.4
EXAMPLE:
TO OBTAIN MOMENT FOR 350 LBS OF CARGO IN ZONE 1, ADD THE MOMENTS SHOWN
IN ZONE 1 FOR 300 LBS (51.6) AND 50 LBS (8.6) FOR A TOTAL MOMENT OF 60.2.

CARGO (CARGO POD LOCATIONS)

WEIGHT ZONE A ZONE B ZONE C ZONE D
(POUNDS) ARM=132.4 ARM=182.1 ARM=233.4 ARM=287.6
MOMENT/1000
1 0.1 0.2 0.2 0.3
2 0.3 0.4 0.5 0.6
3 0.4 0.5 0.7 0.9
4 0.5 0.7 0.9 1.2
5 0.7 0.9 1.2 1.4
6 0.8 1.1 1.4 1.7
7 0.9 1.3 1.6 2.0
8 1.1 1.5 1.9 2.3
9 1.2 1.6 2.1 2.6
10 1.3 1.8 2.3 2.9
20 2.6 3.6 4.7 5.8
30 4.0 5.5 7.0 8.6
40 5.3 7.3 9.3 11.5
50 6.6 9.1 11.7 14.4
60 7.9 10.9 14.0 17.3
70 9.3 12.7 16.3 20.1
80 10.6 14.6 18.7 23.0
90 11.9 16.4 21.0 25.9
100 13.2 18.2 23.3 28.8
200 26.5 36.4 46.7 57.5
300 54.6
EXAMPLE:
TO OBTAIN MOMENT FOR 48 LBS OF CARGO IN ZONE A, ADD THE MOMENTS SHOWN
IN ZONE A FOR 40 LBS (5.3) AND 8 LBS (1.1) FOR A TOTAL MOMENT OF 6.4.
In order to calculate the increase in fuel weight, • Next, calculate the revised fuel moment.
the following procedure must be used. The revised fuel moment is in direct
proportion to the revised fuel weight.
• With a full load of 332 gallons, the chart
indicates a weight of 2,224 pounds. To 2,257.6
find the actual weight at a fuel tempera- X (revised weight) (revised weight)
ture of 35°F, use the following formula: =
453.3 2,224
Revised fuel
weight = 332 (6.7 0.1 lb/gal) (average moment) (average weight)
= 332 6.8 lb/gal X = (432.3 2257.6) divided by 2,224
= 2,257.6 lb X = 460.1
• The resulting fuel weight increase due • A value of 460 is the moment/1000 of the
to lower fuel temperature is 33.6 pounds fuel load. Enter this figure on the appro-
over the 2,224 pounds shown on the priate line of the Weight and Balance
chart, which might be signif icant in an Computation Form or Loading Manifest.
actual loading situation.

Figure 19-1. Center-of-Gravity Moment Envelope—208B

Figure 19-2. Center-of-Gravity Limits—208B

BAGGAGE/CARGO LOADING table in Figure 19-5 for maximum zone weight

limits. The maximum load values marked in
To facilitate the carrying of large or bulky each zone are predicated on all cargo being tied
items, a large cargo area is behind a barrier and down within the zones.
is divided into six loading zones having a total
volume of 340 cubic feet (Figures 19-3 and 19- A horizontal line, labeled “75%,” is prominently
4). The cargo can be loaded through a large, marked along each sidewall as a loading refer-
almost square, two-piece cargo door. The floor ence. As indicated on a placard on the lower
from the front of zone 1 at station 155.4 to the cargo door, zones forward of the last loaded
back of zone 5 at station 332 (aft side of cargo zones must be at least 75% full by volume.
door) is flat and has a 200 pound per square Whenever possible, load each zone to its max-
foot allowable loading. In zone 6 between sta- imum available volume prior to loading the next
tions 332 and 356, additional cargo space with zone. An additional placard on the right side-
a capacity of 320 pounds is on a raised floor- wall between zones 5 and 6 cautions that if the
board approximately 5 inches above the main load in zones 5 exceeds 400 pounds, a cargo par-
floorboard. Plywood flooring is in the cargo tition net (if available) is required aft of the
area for ease of loading and distribution of con- load or the load must be secured to the floor.
centrated loads. From station 158 aft to the
raised cargo floor, tracks receive quick-re-
lease tiedown fasteners, which can be snapped Cargo Nets
into the tracks at intervals of 1 inch. The raised A cargo barrier and three barrier nets are di-
cargo floor contains eight anchor plates to rectly behind the pilot and front passenger
which quick-release tiedown fittings can be at- seats (Figure 19-5). The barrier and nets pre-
tached. Rope, cable, or other f ittings used for clude loose cargo from moving forward into
tiedowns should be rated at a minimum of the pilot and front passenger stations during
2,100 pounds. Maximum allowable cargo loads an abrupt deceleration. The barrier consists
are determined by the individual zone weight of a U-shaped assembly of honeycomb com-
limitations and by airplane weight and CG posite construction. The assembly attaches
limitations. The number of tiedowns required to the four pilot and front passenger seat
is dependent on the load to be secured. rails at the bottom at station 153 and to the
cabin top structure at approximately station
Exercise caution while loading or unloading 166. The cargo barrier nets consist of three
heavy cargo through the cargo doors. An ideal nets: one for the left sidewall, one for the
loading in every other respect can still cause right sidewall, and one for the center. The left
tail tipping and structural damage if proper and right nets f ill in the space between the
weight distribution is ignored. For example, barrier assembly and the airplane sidewalls.
heavy cargo loaded through the doors and The side nets are fastened to the airplane
placed momentarily in zones 4 and 5, plus the sidewalls and the edge of the barrier with six
weight of personnel required to move it to a quick release fasteners each, three on each
forward zone, could cause an out-of-balance side. The center net f ills in the opening in the
condition during loading. top center of the barrier. The center net is fas-
tened with four fasteners, two on each side.
Loading Zones Horizontal lines, labeled “75%,” are marked
on the aft side of the cargo barrier. Placards
The sidewalls in the cargo area are marked above the horizontal lines caution that the
with vertical lines to facilitate the identif ica- maximum allowable load behind the barrier
tion of the six loading zones. Markings on the is 2,900 pounds for the 208 and 3,400 pounds
sidewalls between the lines identify each zone for the 208B. Also, the zones forward of the
by number and display the maximum load that last zone must be at least 75% full by volume.
can be carried within the zones. Refer to the The load must be tied down if the zones are

Figure 19-3. Internal Cabin Loading Arrangement
C.G. ARM STATION (C.G. ARM)

100
ZONE
* 132.4 A
ZONE ZONE ZONE ZONE
A B C D
* 182.1 B 100 154.75 209.35 257.35 332
* 233.4 C
* CARGO AREA CENTER OF GRAVITY IN ZONES A, B, C AND D.
* 287.6 D
NOTE:
COMPARTMENT BULKHEADS SEPARATING 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 19-4. Cargo Pod Loading Arrangement

Figure 19-5. Maximum Zone/Compartment Loading and Internal Cabin Dimensions

not at least 75% full. Refer to Table 19-4 for • The maximum cargo partition load is the
maximum zone loadings. sum of any two zones. No more than two
adjacent zones can be divided by one par-
CAUTION tition. The partitions are designed to pre-
vent the cargo from shifting forward and
The cargo barrier and its attached aft in flight; they should not be considered
nets provide cargo forward crash adequate to withstand crash loads and do
load restraint and protection of the not replace the need for a cargo barrier.
pilot and front passenger; however,
the cargo must still be secured to The airplane may be equipped with a cargo pod.
prevent it from shifting due to take- The 208 cargo pod had three compartments
off, flight, landing, and taxi acceler- identified as zones A, B, and C. It has a maxi-
ations and decelerations. mum weight of 820 pounds. The 208B cargo pod
has four compartments identified as A, B, C, and
Ensure that the barrier net fasteners D and has a maximum weight of 1,090 pounds
are secured for takeoff, landing, and (Figure 19-8).
in-flight operations, and are momen-
tarily detached only for movement of The zones in the cargo pod are separated by
the nets for loading and unloading of bulkheads. The cargo pod floor has a maxi-
the items through the crew area. mum floor loading of 30 pounds per square
inch foot. Each compartment has a loading
door on the left side of the pod. The doors are
Cargo partition nets are available and can be hinged at the bottom, and each has two latches.
installed to divide the cargo area into conven- When the latch handles are rotated to the hor-
ient compartments. Partitions may be installed izontal position with the doors closed, the
in f ive locations. There are three partition nets doors are secure.
for the 208 that may be installed at stations
181.5, 208, 234, 259, and 284. For the 208B,
the nets can be installed at stations 288.7, Cargo Restraints
246.8, 282.0, 307.0, and 332.0. The cargo par- A restraining net is available and can be in-
titions are constructed of canvas with nylon stalled on the inside of the airplane over the
webbing reinforcement straps crisscrossing at cargo door opening. The restraining net pre-
the partition for added strength. The ends of the cludes loose articles from falling out of the
straps have quick-release fasteners, which at- cargo door when the doors are opened. The re-
tach to the floor tracks, two floor-mounted an- straining net consists of two halves, which part
chor plates just forward of the raised cargo in the center of the door opening. The front and
floor, and other anchor plates on the sidewalls rear halves slide fore and aft, respectively, on
and ceiling. Four straps have adjustable buck- a rod to open the net. The net is attached to the
les for tightening the straps during installation sidewall by screws and nutplates along the
of the partition (Figure 19-6). front and rear edges of the net. When the net
is closed, the two halves are held together by
Zones snap-type fasteners (Figure 19-9).
Zones divided by cargo partitions can be loaded Cargo restraint requires the prevention of
without additional tiedowns, provided a total movement in f ive principal directions: for-
loaded density for each partitioned zone does ward, aft, upward (vertical), left, and right.
not exceed 7.9 pounds per cubic foot and the These movements are the result of forces ex-
zone is more than 75% full. Cargo loading that erted upon the cargo due to acceleration or de-
does not meet these requirements must be se- celeration of the air plane in takeoffs and
cured to the cabin floor (Figure 19-7). landings as well as forces due to air turbulence

SIDEWALL AND CEILING ANCHOR PLATE (TYPICAL)
QUICK-RELEASE FASTENER
PARTITION REINFORCEMENT
ADJUSTABLE BUCKLE CARGO PARTITION NETS

(TYPICAL)
STA.
332
STA.
307
STA.
282
STA.
246.8
STA.
188.7 QUICK-RELEASE
FASTNER
FLOOR-MOUNTED ANCHOR
ANCHOR PLATE FORWARD
OF RAISED CARGO FLOOR
PARTITION
REINFORCEMENT
NOTES:
1. PARTITION NETS ARE AVAILABLE FOR INSTALLATION AT
STATION 188.7, 246.8, 282.0, 307.0 AND 332.0.
QUICK-RELEASE 2. IF PARTITION IS USED, THEY MUST BE IN CONJUNCTION WITH
FASTNER THE CARGO BARRIER. SINCE PARTITION ARE NOT DESIGNED
WITHSTAND CRASH LOADS, THEY CANNOT BE CONSIDERED
A REPLACEMENT FOR THE BARRIER.
3. EACH PARTITION WILL WITHSTAND THE FORWARD AND AFT
OPERATIONAL LOADS APPLIED DURING TAKEOFF, FLIGHT
FLOOR
AND LANDING BY ANY TWO (2) ZONES FORWARD OR AFT OF
TRACK
THE PARTITION. USE OF THE PARTITION WILL ALLOW
SECTION
LOADING OF THE ZONES WITHOUT TYING DOWN THE
(TYPICAL)
CARGO IF THE LOAD DENSITY IS NO MORE THAN 75% FULL.
CARGO LOADING THAT DOES NOT MEET THESE
REQUIREMENTS MUST BE SECURED TO THE CABIN FLOOR.
Figure 19-6. Cargo Partition Net

CARGO PROPERLY TIED– CARGO IMPROPERLY TIED–

NO SHIFTS OCCUR SHIFTS OCCUR
MULTIPLE FORCES SECURED BY FEWER STRAPS
UPWARD CARGO RESTRAINT CYLINDRICAL CARGO TIE DOWN
PROPER TIE-DOWN FOR ALL FORCES
Figure 19-7. Typical Cargo Restraint Methods
in flight. Correct restraint provides the proper requirements must be secured to the cabin
relationship among airplane conf iguration floor. Refer to Figure 19-7 for diagrams of
(with or without the barrier), weight of the typical cargo tiedown methods for prevention
cargo, and the restraint required. Restraint is of movement.
required for flight, landing, and taxi loads,
and for crash loads. Regardless of cargo location, items of a pierc-
ing or penetrating nature shall be located so
Cargo must be tied down for flight, landing, other cargo is loaded between the barrier/nets,
and taxi load restraint, and/or crash load re- partitions, and rear wall and the piercing or
straint. Figure 19-10 illustrates the use of penetration items to provide a buffer. The den-
cargo tiedown attachments. Also, the cargo sity of this cargo shall be suff icient to restrain
partition nets can divide the cabin cargo area the piercing or penetrating items from pass-
into compartments. If the partitions are used, ing through the barrier/nets, partitions, and
they must be used in conjunction with the rear wall under critical emergency landing
cargo barrier. Since partitions are not desig- conditions. If the condition cannot be complied
nated to withstand crash loads, they cannot be with, the piercing or penetrating items shall
considered as a replacement for the barrier. be tied down.
Each partition withstands the forward and aft
operational loads applied during takeoff, flight, Special protection of the airplane and train-
and landing by any two zones forward or aft ing of personnel are key considerations in
of the partition. Use of the partitions allows conducting approved transportation of haz-
loading of the zones without tying down cargo ardous materials.
if the load density is no more than 7.9 pounds
per cubic foot and the zone is more than 75% Protection against hazardous materials has
full. Cargo loading that does not meet these been provided in the fuselage bilge area under

CARGO POD HEIGHT MEASUREMENT

FORWARD FORWARD AFT AFT
DOOR CENTER DOOR CENTER DOOR DOOR
7 1/4"
19 1/2" 19 1/2" 19 1/2" 19 1/2" 14"

STATION 100 154.75 209.35 257.35 332
DOOR OPENING DIMENSIONS

NOTES:
1. HEIGHT DIMENSIONS ARE WIDTH HEIGHT HEIGHT HEIGHT
APPROXIMATE AND MEASURED AT (FRONT) (MID) (REAR)
FUSELAGE STATON SHOWN FROM
BOTTOM OF FUSELAGE TO INSIDE FORWARD DOOR 27 1/2" --- 14 1/2" ---
FLOOR. FWD. CTR. DOOR 30 1/2" --- 15 1/4" ---
2. WIDTH DIMENSIONS ARE
APPROXIMATE AND MEASURED AT AFT CTR. DOOR 27 1/2" --- 14 1/2" ---
FUSELAGE STATION SHOWN AND AFT DOOR 30 1/2" 13 1/2" --- 8 1/2"
ON WATERLINE 68.00 INSIDE POD.
CARGO POD WIDTH MEASUREMENTS

COMPARTMENT BULKHEADS COMPARTMENT BULKHEADS
44'' 51'' 50'' 49'' 47'' 44 3/4''
120 140 160 180 200 220 240 260 280 300 320 340 360
100 154.75 209.35 257.35 332
CARGO POD DOOR MARKINGS
FWD. COMPARTMENT CTR. COMPARTMENT - FWD CTR. COMPARTMENT - AFT AFT COMPARTMENT
MAX. WEIGHT 230 LBS. MAX. WEIGHT 310 LBS. MAX. WEIGHT 270 LBS. MAX. WEIGHT 280 LBS.
MAX. FLOOR LOADING MAX. FLOOR LOADING MAX. FLOOR LOADING MAX. FLOOR LOADING
30 LBS. PER SQ. FT. 30 LBS. PER SQ. FT. 30 LBS. PER SQ. FT. 30 LBS. PER SQ. FT.
NO SHARP EDGES NO SHARP EDGES NO SHARP EDGES NO SHARP EDGES
Figure 19-8. Cargo Pod Specifications

NOTES:
1. RESTRAINING NET INSTALLED INSIDE OF
AIRPLANE OVER CARGO DOOR OPENING.
2. NET HALVES SHOULD BE PULLED CLOSED
AND SNAPPED TOGETHER TO PREVENT
ARTICLES FROM FALLING OUT OF DOOR
OPENING WHEN CARGO DOORS ARE OPENED.
NET SUPPORT
ROD
FRONT HALF OF
RESTRAINING NET
REAR HALF OF
RESTRAINING NET
SNAP-TYPE
FASTNER
(TYPICAL)
Figure 19-9. Cargo Door Opening Restraining Net

Figure 19-10. Cargo Tiedown Attachments

the cargo compartment from stations 168 to CENTER-OF-GRAVITY LIMITS

356. These materials may be carried in any lo-
cation within this area. Models 208 and 208 Cargo
In addition to the pilot-in-command and Master
flight crewmember (if used), other person- Center of gravity range:
nel, such as the cargo receiving and loading
personnel, should be properly trained con- • Mean aerodynamic chord (MAC)—The
cerning the acceptance, handling, storage, leading edge of the MAC is 157.57
inches aft of the datum. The MAC length
loading, and unloading of hazardous mate- is 66.40 inches.
rials if these materials are to be car ried.
Information and regulations pertaining to • Forward—162.41 inches (7.29% MAC)
the air transportation of hazardous materi- aft of datum at 4,200 pounds or less with
a l s i s o u t l i n e d i n t h e C o d e o f Fe d e r a l straight line variations to 174.06 inches
R eg u l a t i o n s ( C F R ) Ti t l e 4 9 a n d t h e (24.83% MAC) aft of datum at 8,000
International Civil Aviation Organization pounds.
(ICAO) Technical Instructions for the Safe • Aft—184.25 inches (40.33% MAC) aft of
Tr a n s p o r t o f D a n g e r o u s G o o d s by A i r. datum at all weights up to 8,000 pounds.
Additional details on training subject mat-
ter, location references for this information, • Reference datum—100 inches forward
and some general guidelines important to of front face of f irewall.
safe carriage of hazardous materials are in-
cluded in the Cargo Loading Manual for this Model 208B and 208B Super
airplane. Cargo Master
Center of gravity range:
PASSENGER SEATING • Mean aerodynamic chord (MAC)—The
CONFIGURATION leading edge of the MAC is 177.57
The 208 and 208B offers flexibility in seat inches aft of the datum. The MAC length
arrangements. The 208 may be equipped with is 66.40 inches.
either a 10-place commuter or utility seating. • Forward—179.60 inches (3.06% MAC)
The 208B may be conf igured with a 10-place aft of datum at 5,500 pounds or less,
individual seating arrangement with com- with straight line variation to 193.37
muter or utility seats, or an 11-place single/2- inches (23.80% MAC) aft of datum at
place seating (Figure 19-11). 8,000 pounds and straight line variation
to 199.15 inches (32.50% MAC) aft of
datum at 8,750 pounds).
WEIGHTS
• Aft—204.35 inches (40.33% MAC) aft
Maximum Certified Weights of datum at all weights up to 8,750
pounds.
Refer to Table 19-4.
• Reference datum—100 inches forward
of front face of f irewall.
Standard Airplane Weights
Refer to Table 19-5. FLIGHT LOAD FACTOR LIMITS
Flight load factors:
Specific Loading • Flaps up ........................ +3.8 g, –1.52 g
Refer to Table 19-6
• Flaps down (all settings) ........... +2.4 g

AFT PASSENGER
SEATING POSITIONS SEAT LOCATION CODE
PILOT = 1
LOCATION OF SEAT FRONT LEG
PLUNGERS ON SEAT RAILS FOR
PASSENGERS = 2 THRU 11
STANDARD PLACEMENT
C.G. ARM C.G. ARM C.G. ARM C.G. ARM

100 100 100 100
* 135.5 1 2 * 135.5 1 2 * 135.5 1 2

(133.5 - 146.5) (133.5 - 146.5) (133.5 - 146.5)
163.5
173.9 4 5 173.9 3 4 170.5 1 1
179.5
189.9 3
199.5
209.9
7 8 209.9 5 6 206.5 1 1
215.5
225.5 6
235.5
245.9 9 10 245.9 7 8 242.5 1 1
251.1
11
261.9
271.5
281.9 9 10 278.5 1 1

ZONE ** 344.0 ZONE ** 344.0 ZONE ZONE

** 344.0
6 6 6 6
10 OR 11-PLACE SEATING 10-PLACE SEATING 10-PLACE SEATING

(COMMUTER) (COMMUTER) (UTILITY)
Figure 19-11. Optional Seating Arrangements (208B Passenger Version)
19-21
Table 19-4. MAXIMUM CERTIFIED WEIGHTS
208 AND 208 208B AND 208B

CARGO MASTER SUPER CARGO MASTER
RAMP 8,035 lb 8,785 lb
TAKEOFF 8,000 lb 8,750 lb
LANDING 7,800 lb 8,500 lb
KNOWN ICING OPERATION WEIGHT—PT6A-114 8,000 lb 8,000 lb
KNOWN ICING WITH POD AND -114A ENGINE 8,550 lb

KNOWN ICING WITHOUT POD WITH 114A ENGINE 8,750 lb
Table 19-5. STANDARD AIRPLANE WEIGHTS

208B AND 208B
208 208 CARGO MASTER SUPER CARGO MASTER
STANDARD EMPTY WEIGHT 3,835 lb 4,235 lb 4,570 lb
MAXIMUM USEFUL LOAD 4,200 lb 3,782 lb 4,215 lb
Table 19-6. SPECIFIC LOADING
208B AND 208B SUPER

208 AND 208 CARGO MASTER CARGO MASTER
WING LOADING 28.6 LB./SQ. FT. 31.3 LB./SQ. FT.
POWER LOADING 13.3 LB/SHP. 14.6 LB./SHP.
NOTE ance problem earlier in this chapter. In the first

problem, the 208B is equipped with a cargo pod
The design load factors are 150% of
and is loaded according to Table 19-7.
the above. In all cases, the structure
meets or exceeds design loads.
The 208B sample problem is also a continua-
tion of the earlier performance problem. The
SAMPLE WEIGHT AND airplane is equipped with a cargo pod and is
loaded according to Table 19-7.
BALANCE PROBLEMS
A sample weight and balance is used for the By referring to the weight and moment charts
208B. The flight is a continuation of the perform- (see POH) and entering the appropriate mo-
ment on the Weight and Balance Computation

Table 19-7. LOADING TABLE—208B Table 19-8. WEIGHT AND BALANCE

COMPUTATION—208B
208B
ITEM WEIGHT 208B
PILOT AND FRONT PASSENGER 400

ITEM WT MOM/100
PASSENGER 3 200 AIRCRAFT EMPTY WEIGHT 4575 846.5
PASSENGERS 4 AND 5 400 FUEL LOAD 858 178.4
PASSENGER 6 200 PILOT AND FRONT PASSENGER 400 54.2
PASSENGER 7 AND 8 400 PASSENGER 3 200 19.0
PASSENGER 9 AND 10 400 PASSENGERS 4 AND 4 400 69.6
PASSENGER 11 200 PASSENGER 6 200 45.2
CABIN ZONE 6 320 PASSENGERS 7 AND 8 400 84.0
CARGO POD ZONE A 230 PASSENGERS 9 AND 10 400 98.4
CARGO POD ZONE B 202 PASSENGER 11 200 52.4
CARGO POD ZONE C 200 CARGO ZONE 6 320 110.1
CARGO POD ZONE D 200 CARGO POD ZONE A 230 30.5
FUEL WEIGHT 858 CARGO POD ZONE B 202 36.8
CARGO POD ZONE C 200 46.7
CARGO POD ZONE D 200 57.5
Form, the aircraft weight and CG can be deter- RAMP WEIGHT 8785 1729.3
mined. This would be as follows: TAXI FUEL –35 –7.2
TAKEOFF WEIGHT 8750 1722.1
• B y ex a m i n i n g t h e C G E nve l o p e i n
Figures 19-1 and 19-2, the sample load-
ing in Table 19-8 for the 208B falls out- Table 19-9. REVISED WEIGHT AND
side of the approved flight envelope. BALANCE COMPUTATION—
Therefore, weight will have to be moved 208B
from Cargo Pod Zone A to Pod Zones B
and C in order to shift the CG Since no TAKEOFF MOMENT 1722.1
REMOVAL OF 150 LBS IN ZONE A –19.8
weight is removed or added to the air- ADDITION OF 70 LBS IN ZONE B 16.3
plane, the correct method is to compute ADDITION OF 80 LBS IN ZONE C 23.0
the difference in the moments of the REVISED TAKEOFF MOMENT 1741.6
weights when the cargo is moved to a dif-
ferent zone. Also, due to the maximum
weight limitations for Zones B and C, Table 19-10. LANDING WEIGHT AND
only 150 pounds can be removed from BALANCE
Zone A (70 pounds in Zone B, and 80 COMPUTATION—208B
pounds in zone C) (Table 19-9).
208B
• When the CG envelope is consulted, this TAKEOFF WEIGHT 8750 1722.1
revised moment at the 8,750 pounds FUEL USED DURING FLIGHT –306 61.8
takeoff weight falls within the envelope, LANDING WEIGHT 8444 1679.8
thus the airplane is legal for takeoff.
• A landing weight and balance is com-
puted in Table 19-10. The fuel used must
be subtracted from the weight of the
aircraft along with the moment of the
fuel burned.
By examining the weight and balance chart, the

intersection between weight and moment axis
would show that the landing weight and moment
is within the CG envelope.

CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
CONTENTS
Page
INTRODUCTION................................................................................................................. 20-1
DESCRIPTION..................................................................................................................... 20-2
Terminology................................................................................................................... 20-2
Sample Performance Problem ....................................................................................... 20-6
Takeoff Distance............................................................................................................ 20-6
Cruise............................................................................................................................. 20-6
Landing Distance ........................................................................................................ 20-12

ILLUSTRATIONS
Figure Title Page
20-1 Temperature Conversion Chart .............................................................................. 20-3
20-2 ISA Conversion and Operating Temperature Limits ............................................. 20-4
20-3 Engine Torque for Takeoff ..................................................................................... 20-5
20-4 Wind Correction Chart .......................................................................................... 20-7
20-5 Cruise Performance—208B Notes ........................................................................ 20-9
TABLES
Table Title Page
20-1 Takeoff Distance Chart .......................................................................................... 20-6
20-2 Takeoff Distance Calculation................................................................................. 20-7
20-3 Cruise Performance—Pressure Altitude 12,000 Feet ............................................ 20-8
20-4 Cruise-Torque, Fuel Flow, and True Airspeed Calculation ................................... 20-9
20-6 Cruise Performance—Pressure Altitude 8,000 Feet............................................ 20-11
20-5 Time, Fuel, and Distance to Climb ..................................................................... 20-10
20-7 Time, Fuel, and Distance to Descend—208B ..................................................... 20-10
20-8 Time, Fuel, and Distance—208B ........................................................................ 20-12
20-9 Landing Distance—208B .................................................................................... 20-13
20-10 Landing Distance................................................................................................. 20-13
20-11 Landing Distance—Zero Flap ............................................................................. 20-14
20-12 Distance at Alternate With Headwind ................................................................. 20-14
20-13 Distance—Zero Flap at Alternate With Tailwind ................................................ 20-14

CHAPTER 20
FLIGHT PLANNING AND PERFORMANCE
INTRODUCTION
This chapter describes flight planning and performance for the Cessna Caravan I.
Information includes how to use the charts and graphs to determine how the aircraft per-
forms under given conditions. Sample charts and graphs and their use are included. A
complete flight planning example is discussed for both types of passenger versions (208
Caravan and 208B Grand Caravan).

DESCRIPTION Performance data is presented in tabular or

graphic form to illustrate the effect of dif-
Performance data charts in this chapter are pre- ferent variables. Suff iciently detailed infor-
sented so that a pilot knows what to expect from m a t i o n i s p r ov i d e d i n t h e t a bl e s s o t h a t
the airplane under various conditions, and also conservative values can be selected and used
to facilitate the planning of flights in detail and to determine the particular performance f ig-
with reasonable accuracy. The data in the charts ure with reasonable accuracy.
has been computed from actual flight tests with
the airplane and engine in good condition and The approximation method of solving for data
using averaging piloting techniques. is the easiest and perhaps most frequently used
method. The concept is to merely round all
variables to the next highest increment (e.g.,
WARNING weight, altitude, temperature, etc.). This natu-
rally yields a conservative value, allowing for
To ensure that performance in this deficiencies of equipment, pilot prof iciency,
section can be duplicated, the air- and changes in atmospheric conditions.
plane and engine must be main-
tained in good condition. Pilot Special emphasis should be made for the ISA
prof iciency and proper preflight Conversion and Operating Temperature Limits
planning using data necessary for all and Engine Torque for Takeoff charts. These
flight phases are also required to charts may not be familiar to the pilot and can
ensure expected performance with be initially confusing. These are charts in
ample margins of safety. which the numbers must be known before take-
off. The numbers for the ISA Conversion and
It should be noted that the performance infor- Operating Temperature Limits chart can and
mation presented in the range and endurance should be verif ied before starting the aircraft.
prof ile charts allows for 45 minutes of reserve When using the Engine Torque for Takeoff
fuel at the specif ied cruise power and altitude. chart, the pilot may determine the torque re-
Some indeterminate variables, such as engine quired for takeoff. Once this number is deter-
and propeller condition and air turbulence, mined, the pilot must verify that, before liftoff,
may account for variations of 10% or more in the aircraft engine is producing at least the
range and endurance. Therefore, it is important specif ied amount of torque while not exceed-
to use all available information to estimate the ing maximum power limits (e.g., 805°C ITT
fuel required for the particular flight. or 101.6% N g ) (Figures 20-2 and 20-3).
Notes have been provided on various graphs TERMINOLOGY

and tables to approximate performance with
the inertial separator in BYPASS and/or cabin Demonstrated crosswind velocity is the veloc-
heat ON. The effect varies, depending upon air- ity of the crosswing component for which ad-
speed, temperature, and altitude. At lower al- equate control of the airplane during takeoff
titudes, where operation on the torque limit is and landing was actually demonstrated during
possible, the effect of the inertial separator is certification tests. The value shown is not con-
less depending upon how much power can be sidered to be limiting:
recovered after the separator vanes have been • G—The acceleration due to gravity
extended. In some cases, performance charts
include data for temperatures that are outside • Pounds per hour (PPH)—The amount
of the operating limits. This data has been in- of fuel used per hour in pounds
cluded to aid in interpolation. • Unusable fuel—The quantity of fuel that
cannot be safely used in flight
• Usable fuel—The fuel available for
flight planning

Figure 20-1. Temperature Conversion Chart

Figure 20-2. ISA Conversion and Operating Temperature Limits

Figure 20-3. Engine Torque for Takeoff

SAMPLE PERFORMANCE The Takeoff Distance chart should be consulted

PROBLEM (Table 20-1), keeping in mind that the distances
shown are based on the short-field technique.
A sample performance problem is used for the
Cessna 208B. The airplane is at its maximum Conservative distances can be established by
takeoff weight with the cargo pod installed: reading the chart at the next higher value of
weight, altitude, and temperature. For exam-
• D e p a r t u r e — D e nv e r I n t e r n a t i o n a l ple, in this particular sample problem, the
Airport, Denver, Colo.
takeoff distance would result in the calcula-
• Destination—Goodland Municipal, tions shown in Table 20-2 and Figure 20-4.
Goodland, Kan.
• Alternate—Garden City, Kan. CRUISE
The cruising altitude should be selected based
TAKEOFF DISTANCE on a consideration of trip length, winds aloft,
• Denver Field ....... Elevation 5,333 feet and airplane performance. A cruising altitude
and the expected wind enroute have been given
• Temperature .................................. –2°C for this sample problem. However, the power set-
• Takeoff runway ............................... 35R ting selection for cruise must be determined
based on several considerations. These include
• Wind .............................. 350°, 15 knots the cruise performance characteristics presented
in the Cruise Performance charts (Table 20-3).
The conditions that the performance charts are
Table 20-1. TAKEOFF DISTANCE CHART

Table 20-2. TAKEOFF DISTANCE CALCULATION
208B
Ground Roll 1,890
Correction for Wind (10%) –189
Corrected Ground Roll Distance 1,701
Takeoff Distance Over a 50-Foot Obstacle 3,325
Corrected Takeoff Distance Over a 50-Foot Obstacle 2,993
Figure 20-4. Wind Correction Chart

Table 20-3. CRUISE PERFORMANCE—PRESSURE ALTITUDE 12,000 FEET

based on and allowances for items such as in- Table 20-4. CRUISE-TORQUE, FUEL
ertial separator in BYPASS and cabin heat ON FLOW, AND TRUE
can be found in the Cruise Performance Notes AIRSPEED CALCULATION
chart (Figure 20-5):
• Cruise conditions .............. 11,000 feet 208B
altitude Torque (Ft-Lbs) 1,702
• Temperature ................................ –16°C Correction for Inertial Separator in Bypass –100
The Cruise Performance chart for 12,000- Correction for Cabin Heat On –80
foot pressure altitude (see Table 20-3) is en- Corrected Maximum Cruise 1,522
tered using –20°C temperatures. These values Torque Power Setting
most nearly correspond to the planned alti-
tude and expected temperature conditions. Fuel Flow at Maximum Cruise Power 343
The torque setting for maximum cruise power Correction for Inertial Separator in Bypass +15
at 1,900 rpm is used.
Correction for Cabin Heat On +7
When at the desired cruise altitude, and con- Corrected Fuel Flow at Maximum 365
ditions require the use of cabin heat ON or the Cruise Power
inertial separator in BYPASS, then corrections
True Airspeed 166
are occasionally required to allow for the op-
eration of these items. In the example, it can be
assumed that cabin heat is ON and the inertial tion in the Time, Fuel, and Distance to Climb
separator is in BYPASS. The use of these items chart (Table 20-5), Cruise Performance chart
when operating below the torque limit requires (Tables 20-3 and 20-6), and Time, Fuel, and
that maximum allowable torque be decreased Distance to Descend chart (Table 20-7) or in
from the stated figure and the fuel flow risen the Fuel and Time Required charts. The Fuel
slightly (Table 20-4). and Time Required charts provide the desired
information for most flight planning purposes.
This example uses the longer, more detailed
Fuel Required method. For both aircraft, the example f irst
The total fuel requirement for the flight may computes the time, fuel, and distance to climb
be estimated using the performance informa- and descend. The remaining distance is used
CRUISE PERFORMANCE (CARGO POD INSTALLED)

NOTES
THE FOLLOWING GENERAL INFORMATION IS APPLICABLE TO ALL CRUISE PERFORMANCE CHARTS CONTAINED IN FIGURES
20-4 AND 20-7.
1. THE HIGHEST TORQUE SHOWN FOR EACH TEMPERATURE AND RPM CORRESPONDS TO MAXIMUM ALLOWABLE
CRUISE POWER. DO NOT EXCEED THIS TORQUE, 740°C ITT, OR 101.6% NG, WHICHEVER OCCURS FIRST.
2. THE LOWEST TORQUE SHOWN FOR EACH TEMPERATURE AND RPM CORRESPONDS TO THE RECOMMENDED
TORQUE SETTING FOR BEST RANGE IN ZERO WIND CONDITIONS.
3. WITH THE INERTIAL SEPARATOR IN BYPASS AND POWER SET BELOW THE TORQUE LIMIT (1,865 FOOT-POUNDS),
DECREASE THE MAXIMUM CRUISE TORQUE BY 100 FOOT-POUNDS. DO NOT EXCEED 740°C ITT. FUEL FLOW FOR
A GIVEN TORQUE SETTING WILL BE 15 PPH HIGHER.
4. WITH THE CABIN HEAT ON AND POWER SET BELOW THE TORQUE LIMIT (1,865 FOOT-POUNDS), DECREASE
MAXIMUM CRUISE TORQUE BY 80 FOOT-POUNDS. DO NOT EXCEED 740°C ITT. FUEL FLOW FOR A GIVEN
TORQUE SETTING WILL BE 7 PPH HIGHER.
Figure 20-5. Cruise Performance—208B Notes

Table 20-5. TIME, FUEL, AND DISTANCE TO CLIMB
Table 20-7. TIME, FUEL, AND DISTANCE TO DESCEND—208B

Table 20-6. CRUISE PERFORMANCE—PRESSURE ALTITUDE 8,000 FEET

in the cruise calculation. Refer to Table 20-8 • Temperature .................................. –9°C

for sample fuel required calculations: • Wind ........................... 270° at 20 knots
• Enroute cruising
altitude ................................ 11,000 feet
• Temperature ................................ –16°C LANDING DISTANCE
• Winds.......................... 270° at 20 knots A procedure similar to the takeoff computa-
tions is also used for determining landing dis-
• Enroute to alternate tance (Table 20-9). Again, conservative distances
cruising altitude ................... 8,000 feet
Table 20-8. TIME, FUEL, AND DISTANCE—208B
TO DESTINATION TIME FUEL DISTANCE

CLIMB 12 80 26
CORRECTION FOR TAILWIND (14 MINUTES/60 MINUTES) X 20 KNOTS +4
CORRECTION FOR INERTIAL SEP. AND CABIN HEAT ON (+1%) +1
CORRECTED TIME, FUEL, AND DISTANCE TO CLIMB 12 81 30
DESCENT 10 47 29
CORRECTED TIME, FUEL, AND DISTANCE TO DESCEND 10 47 32
CRUISE 29 177 89
TOTAL TIME, FUEL, AND DISTANCE USED ENROUTE TO DESTINATION 51 305 151
TO ALTERNATE TIME FUEL DISTANCE

CLIMB 5 36 11
CORRECTED TIME, FUEL, AND DISTANCE TO CLIMB 5 36 13
DESCENT 5 23 14
CORRECTED TIME, FUEL, AND DISTANCE TO DESCEND 5 23 16
CRUISE (1,500 FT-LBS TORQUE, 368 PPH, 161 KNOTS) 22 151 70
TOTAL TIME, FUEL, AND DISTANCE USED ENROUTE TO ALTERNATE 32 210 99
TOTAL TIME, FUEL, AND DISTANCE FLOWN FROM DEPARTURE 83 516 250
TO ALTERNATE
START AND TAXI FUEL 35
IFR RESERVE FUEL (45 MINUTES) 307
TOTAL FUEL LOAD REQUIRED FOR IFR FLIGHT 858

Table 20-9. LANDING DISTANCE—208B
can be established by reading the chart at the next

higher value of weight, altitude, and tempera- Table 20-10. LANDING DISTANCE
ture. For example, in this particular sample
problem, the landing distance would result in the 208B
following answer (Table 20-10): Takeoff Weight 8,750
• Destination.................. Goodland Field
Fuel Used Enroute –305
• Landing runway................................. 30
Landing Weight 8,445
• Elevation ............................... 3,656 feet
Ground Roll 1,040
• Temperatures ................................... 4°C
• Wind ........................... 350° at 15 knots
Corrected Ground Roll 936
In the event that a zero flap landing was neces-
Landing Distance Over a 50-Ft Obstacle 1,920
sary (due to mechanical failure, ice, etc.), all dis-
tances would be increased by 40%. This would Correction for Wind (10%) –192
yield the calculations in Table 20-11.
Corrected Landing Distance 1,728
Over a 50-Ft Obstacle

Table 20-11. LANDING DISTANCE— Table 20-13. DISTANCE—ZERO FLAP AT

ZERO FLAP ALTERNATE WITH TAILWIND
208B 208B
Ground Roll (+40%) 1,310 Ground Roll 1,040
Landing Distance Over a 50-Ft 2,419 Correction for Zero Flap Landing (+40%) 416
Obstacle (+40%)
Zero Flap Ground Roll 1,456
If a missed approach was executed at the desti- Correction for Tailwind Landing (+20%) 291
nation and the pilot elects to proceed immedi- Total Ground Roll With Zero Flap and 1,747
ately to the alternate destination, then revised 5-Knot Tailwind Component
landing distances must be computed for the al-
ternate airport. This would result in the follow- Landing Distance Over a 50-Ft Obstacle 1,920
ing answer at the alternate airport (Table 20-12): Correction for Zero Flap Landing (+40%) 768
• Alternate ........................... Garden City Zero Flap Landing Distance Over a 2,688
50-Ft Obstacle
• Field elevation ..................... 2,888 feet
Correction for Tailwind Landing (+20%) 538
• Landing runway................................. 17
Total Landing Distance Over a 50-Ft
• Temperature..................................... 6°C
Obstacle With Zero Flap and 5-Knot 3,226
• Wind.............................. 170° at 5 knots Tailwind Component
If a landing is necessary at Garden City on

Runway 35 (due to low ceilings) and the land-
ing must be made with zero flaps (due to me-
chanical failure, ice accumulations, etc.), the
pilot must calculate the distance for a zero flap,
tailwind landing. The distances are increased by
40% for zero flap condition and by 10% for
every 2 knots of tailwind component. Other al-
lowances must be made for runway contamina-
tion (e.g., snow, ice, slush, etc.), braking
effectiveness, and pilot technique that may fur-
ther increase the landing distance (Table 20-13).
Table 20-12. DISTANCE AT ALTERNATE

WITH HEADWIND
208B
Weight at Missed Approach 8,445
Fuel Used Enroute to Alternate –210
Landing Weight 8,235
Ground Roll 1,040
Landing Distance Over a 50-Ft Obstacle 1,920

CHAPTER 21
CREW RESOURCE MANAGEMENT
CONTENTS
Page
WHAT IS CREW RESOURCE MANAGEMENT? ........................................................... 21-1
SITUATIONAL AWARENESS ........................................................................................... 21-2
COMMAND AND LEADERSHIP ..................................................................................... 21-3
COMMUNICATION PROCESS......................................................................................... 21-4
Communication Techniques: Inquiry, Advocacy, and Assertion.................................. 21-5
DECISION-MAKING PROCESS....................................................................................... 21-6

ILLUSTRATIONS
Figure Title Page
21-1 Situational Awareness in the Cockpit................................................................... 21-2
21-2 Command and Leadership.................................................................................... 21-3
21-3 Communication Process ....................................................................................... 21-4
21-4 Decision-Making Process..................................................................................... 21-6

CHAPTER 21
CREW RESOURCE MANAGEMENT
WHAT IS CREW callouts provides a means to incorporate CRM.

Standardization keeps all crewmembers “in
RESOURCE the loop” and provides an opportunity to de-
tect an error early on, before it has an oppor-
MANAGEMENT? tunity to build into an accident chain.
A c c o r d i n g t o t h e Fe d e r a l Av i a t i o n
Administration, Crew Resource Management Proficiency in CRM requires all crewmembers
(CRM) is described as “the effective use of all to have a working knowledge of how to main-
resources to achieve safe and eff icient flight tain situational awareness, techniques for
operations.” In practice, CRM is a set of com- optimum decision making, desirable leader-
petencies designed to enhance safety and re- s h i p a n d f o l l owe r s h i p c h a r a c t e r i s t i c s ,
duce human error. Resources can include, but cross-checking and monitoring techniques,
are not limited to, additional crewmembers, means of fatigue and stress management, and
maintenance technicians, flight attendants, communication.
air traff ic controllers, dispatchers and sched-
ulers, and line service personnel. CRM was not CRM training is an important part of your
designed to usurp the authority of the pilot in FlightSafety training experience. Throughout
command; rather, it was developed as a means your training event, your instr uctor will
to assist with situational awareness and deci- provide general CRM guidance as well as
sion making to increase safety margins and identify CRM issues, philosophies, and tech-
achieve accident- and incident-free flight niques that are specif ic to the aircraft you fly.
operations. To assist with this, the FlightSafety CRM
model has been incorporated into this train-
Most experts agree that a highly coordinated ing guide. The model can be used as a guide
crew using a standardized set of procedures is or a refresher on how to incorporate CRM
more likely to avoid and identify er rors. principles into your day-to-day line opera-
Effective communication and the use of brief- tions. This model is not intended to replace a
ing and debrief ing are tools that can be used formalized course of CRM instruction, and
to build the “team concept” and maintain sit- attendance at a CRM-specif ic course is highly
uational awareness. Utilizing a standard set of recommended.

SITUATIONAL two-way communication that must occur be-

tween the pilot flying and the pilot monitor-
AWARENESS ing. Each pilot contrib utes to collective
situational awareness.
Situational awareness is a fundamental CRM
concept. Often described as “knowing what’s Circumstances will sometimes present clues
going on around you,” the loss of situational t h a t s i t u a t i o n a l awa r e n e s s i s b e c o m i n g
awareness is often identif ied as a causal fac- impaired. These “behavioral markers” are
tor in an incident or accident. Collective listed under clues to identifying loss of situ-
situational awareness is a measurement of ational awareness. As the number of these
the total situational awareness among all clues increases, the chance of losing situa-
members involved in the operation. To main- tional awareness increases as well. Maintaining
tain a high level of collective situational situational awareness requires a constant state
awareness open, timely, and accurate commu- of vigilance. Complacency has often been the
nication is required. In the situational aware- precursor to a loss of situational awareness
ness model two-way ar rows represent the (Figure 21-1).
SITUATIONAL AWARENESS IN THE COCKPIT
Events that
PILOT PILOT may happen
FLYING MONITORING
(PF) (PM)
SA
COLLECTIVE Events that Events that

SA have are
happened happening
now
CLUES TO IDENTIFYING:
• Loss of Situational Awareness
• Links in the Error Chain
OPERATIONAL
1. FAILURE TO MEET TARGETS

2. UNDOCUMENTED PROCEDURE
3. DEPARTURE FROM SOP
4. VIOLATING MINIMUMS OR LIMITATIONS
5. FAILURE TO MONITOR
6. COMMUNICATIONS
7. AMBIGUITY
HUMAN
8. UNRESOLVED DISCREPANCIES
9. PREOCCUPATION OR DISTRACTION
10. CONFUSION OR EMPTY FEELING
11. NEED TO HURRY / LAST MINUTE CHANGES
12. FATIGUE
Figure 21-1. Situational Awareness in the Cockpit

COMMAND AND members in reaching decisions. A laissez-faire

leadership style exercises a low degree of
LEADERSHIP control and allows a high degree of partici-
pation from team members. Effective leaders
Command and leadership are not synonymous. tend to be less extreme, relying on either au-
The status “pilot in command” is designated thoritarian or democratic leadership styles
by an organization. Command responsibility (Figure 21-2).
can’t be shared with other crewmembers.
Leadership, on the other hand, is a role that can There is no “ideal” or “best” leadership style.
be shared. Effective leadership should focus An immediate crisis might require fairly strict
on “what’s right,” not on “who’s right.” leadership, to ensure stability and to reassure
other crewmembers, while other situations
Leadership styles range from “autocratic” to might be handled more effectively by encour-
“laissez-faire.” An autocratic leadership style aging crew par ticipation in the
exercises a high degree of control and allows decision-making process.
a low deg ree of par ticipation from team
COMMAND AND LEADERSHIP

LEADERSHIP STYLES
VARY WITH SITUATION
LAISSEZ-
AUTOCRATIC AUTHORITARIAN DEMOCRATIC
FAIRE
PARTICIPATION
LOW HIGH
Command — Designated by Organization
— Cannot be Shared
Leadership — Shared among Crewmembers
— Focuses on “What’s right,” not “Who’s right”
Figure 21-2. Command and Leadership

COMMUNICATION • An event occurs, creating a need to com-

municate. The event may be a change in
PROCESS the status of some operational goal, such
as rate of descent.
Communication is the most important tool
• A sender observes the event.
f o r m a i n t a i n i n g s i t u a t i o n a l awa r e n e s s .
Effective communication requires the ability • The sender transmits a message to a re-
to provide appropriate information, at the ap- ceiver, conveying occur rence of the
propriate time, to the appropriate person event.
(Figure 21-3). Communication may be verbal
(aural) or written. Written communications • The receiver transmits feedback to the
in the cockpit include symbolic messages and sender, acknowledging the message.
indications that are electronically transmit- • The receiver’s feedback may include an
ted and displayed. additional message, conf irming the in-
tended corrective action, or instructing
As illustrated on the CRM Blue Card, some the sender to continue monitoring the
elements are common to most cockpit operational goal.
communications:
COMMUNICATION PROCESS
ASSERTION:
OPERATIONAL • Reach a conclusion
NEED SEND RECEIVE GOAL
ADVOCACY:
• Increase collective SA
INQUIRY:
• Increase individual SA
FEEDBACK
• Support Conclusions with Facts
• State Position, Suggest Solutions
• Clear, Concise Questions
— THINK—
• Solicit and give feedback • Maintain focus on the goal
• Listen carefully • Verify operational outcome is achieved
• Focus on behavior, not people • Be aware of barriers to communication
— REMEMBER —
Questions enhance communication flow
Don’t give in to the temptation to ask questions when Assertion is required
Use of Inquiry or Advocacy should raise a “red flag”.
Figure 21-3. Communication Process

Barriers to communication limit our ability to COMMUNICATION

maintain situational awareness. TECHNIQUES: INQUIRY,
As illustrated on the Blue Card, internal (or ADVOCACY, AND ASSERTION
personal) communication barriers can dimin- Inquiry, advocacy, and assertion can be effec-
ish our perception of the need to communicate. tively used in the aviation environment to help
An observer who is distracted, for example, solve communication problems.
may fail to detect a change in the status of an
operational goal. Internal barriers can also Each item is a step in the process. The steps
inhibit a sender’s willingness to communi- provide a metaphor that emphasizes the prin-
cate, or affect a receiver’s acceptance and in- ciple of escalation. In other words, a person
terpretation of a transmitted message. must f irst practice inquiry, then advocacy,
then assertion.
External communication bar riers, such as
overcrowded radio frequencies, can interfere A person practicing assertiveness is not try-
with the sender’s ability to transmit a mes- ing to be insubordinate or disrespectful; rather,
sage, or with the receiver’s ability to trans- assertion is an expression of the fact that a level
mit feedback. Differences in language or of discomfort exists with a particular situation.
dialect can also become external barriers to Assertion is an attempt to seek resolution.
communication.
The goal of inquiry is to increase individual
CRM provides three techniques for overcom- situational awareness, the goal of advocacy is
ing communication barriers: to increase collective situational awareness,
• Inquiry—A technique for increasing and the goal of assertion is to reach a
your own situational awareness conclusion.
• Advocacy—A technique for increasing
someone else’s awareness
• Assertion—A technique for getting your
point across
When conflict on the flight deck interferes

with communication, it usually originates
from one pilot’s tendency to make “solo” de-
cisions. Avoid this kind of conflict by focus-
ing your questions and comments on WHAT
is right, rather than on WHO is right.

DECISION-MAKING 1. Recognize the need for a decision.
PROCESS 2. Identify the problem and define it in terms

of time and risk.
Aeronautical decision making (ADM) pro- 3. Collect facts.
vides a systematic approach to risk assess-
ment. It is a tool you can use to select the best 4. Identify alternative responses to the need.
response for a given set of circumstances.
FlightSafety recommends the decision-makin g 5. Weigh the impact of each alternative
process illustrated on the second page of the response.
Blue Card (Figure 21-4). This continuous-loop 6. Select a response.
process includes eight steps:
7. Implement that response.
8. Evaluate the effects of your response.
DECISION MAKING PROCESS
HINTS: EVALUATE
RESULT
• Identify the problem: RECOGNIZE
– Communicate it NEED
– Achieve agreement
– Obtain commitment IDENTIFY
AND
• Consider appropriate SOPs IMPLEMENT DEFINE
PROBLEM
• Think beyond the obvious alternatives RESPONSE
• Make decisions as a result of the process ACCELERATED
RESPONSE COLLECT
• Resist the temptation to make an immediate FACTS
decision and then support it with facts
SELECT A IDENTIFY
RESPONSE ALTERNATIVES
WEIGH IMPACT
OF ALTERNATIVES
Figure 21-4. Decision-Making Process

WALKAROUND
The following section is a pictorial walkaround.
It shows each item called out in the exterior
power-off preflight inspection. The fold-out
pages, WA-2 and WA-14, should be unfolded be-
fore starting to read.
The general location photographs do not specify

every checklist item. However, each item is por-
trayed on the large-scale photographs that follow.
FOR TRAINING PURPOSES ONLY WA-1

CESSNA CARAVAN I PILOT TRAINING MANUAL CESSNA CARAVAN I PILOT TRAINING MANUAL
WALKAROUND INSPECTION
LEFT SIDE
64 11
59 6 10 7 8 9 23 17 6 13
58
23 16
65 1. FUEL RESERVOIR DRAIN (BOTTOM OF FUSELAGE OR 3. INBOARD FUEL TANK SUMP AND EXTERNAL SUMP
66 4 1 3 2 5 12 LEFT SIDE OF CARGO POD)—DRAIN QUICK-DRAIN VALVES—DRAIN
67
26
19
14 18 21 20 25
2. MAIN LANDING GEAR—CHECK PROPER TIRE PRES-

24 SURE INFLATION AND CONDITION OF GEAR
15
22 26
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY

LEFT WING
4. WING STRUT DEICE BOOTS—CHECK FOR TEARS, 7. STALL WARNING VANE—CHECK FREEDOM OF MOVE-
ABRASIONS, AND CLEANLINESS MENT, AUDIBLE WARNING, AND WARMTH
5. WING TIEDOWN—DISCONNECT 8. PITOT-STATIC TUBES—CHECK SECURITY, OPENINGS

FOR STOPPAGE AND WARMTH
6. WING DEICE BOOTS—CHECK FOR TEARS, ABRA-

SIONS, AND CLEANLINESS 9. LANDING AND TAXI LIGHTS—CHECK CONDITION AND
CLEANLINESS

10. FUEL QUANTITY—VISUALLY CHECK FOR DESIRED 13. NAVIGATION AND STROBE LIGHTS—CHECK FOR
LEVEL CONDITION AND CLEANLINESS
14. FUEL TANK VENT—CHECK FOR OBSTRUCTIONS
11. FUEL FILLER CAP—SECURE
12. OUTBOARD FUEL TANK SUMP QUICK-DRAIN VALVE

15. AILERON AND SERVO TAB—CHECK CONDITION AND
(IF INSTALLED AND AIRPLANE PARKED WITH ONE
SECURITY
WING LOW ON A SLOPING RAMP)—DRAIN
WA-4 FOR TRAINING PURPOSES ONLY

16. STATIC WICKS—CHECK CONDITION 18. FLAP LEADING-EDGE VORTEX GENERATORS—

CHECK FOR SECURITY
17. SPOILER—CHECK FOR CONDITION AND SECURITY 19. FLAP— CHECK CONDITION AND SECURITY
EMPENNAGE
20. BAGGAGE/CARGO—CHECK SECURE THROUGH 21. CARGO DOOR—CLOSED AND LATCHED

CARGO DOOR

25. CONTROL SURFACES AND ELEVATOR TRIM TABS—

CHECK CONDITION, SECURITY, FREEDOM OF MOVE-
22. TAIL TIE-DOWN—DISCONNECT MENT, AND TAB POSITION
23. DEICE BOOTS—CHECK FOR TEARS, ABRASION, AND

CLEANLINESS 26 . STATIC WICKS—CHECK CONDITION
24. RUDDER GUST LOCK (IF INSTALLED)—DISENGAGE 27. PASSENGER ENTRY DOOR (IF INSTALLED)—CLOSED
AND LATCHED

RIGHT WING TRAILING EDGE
31. AILERON AND TRIM TAB—CHECK CONDITION AND

28. FLAP—CHECK CONDITION AND SECURITY SECURITY
29. FLAP LEADING-EDGE VORTEX GENERATORS—

32. STATIC WICKS—CHECK CONDITION
CHECK FOR SECURITY
30. SPOILER—CHECK CONDITION AND SECURITY 33. FUEL TANK VENT—CHECK FOR OBSTRUCTIONS

RIGHT WING LEADING EDGE
34. NAVIGATION AND STROBE LIGHTS—CHECK CONDI-

TION AND CLEANLINESS
37. OUTBOARD FUEL TANK SUMP QUICK-DRAIN VALVE
(IF INSTALLED AND AIRPLANE PARKED WITH ONE
WING LOW ON A SLOPPING RAMP)—DRAIN
35. FUEL QUANTITY—VISUALLY CHECK FOR DESIRED

LEVEL 38. PITOT-STATIC TUBE—CHECK SECURITY, OPENINGS
FOR STOPPAGE AND WARMTH
39. LANDING AND TAXI LIGHTS—CHECK CONDITION

36. FUEL FILLER CAP—SECURE AND CLEANLINESS

40. WING DEICE BOOTS—CHECK FOR TEARS, ABRA- 43. WING STRUT DEICE BOOTS—CHECK FOR TEARS,
SION, AND CLEANLINESS ABRASION, AND CLEANLINESS
41. RADOME—CHECK CONDITION AND SECURITY 44. INBOARD FUEL TANK SUMP AND EXTERNAL SUMP
QUICK-DRAIN VALVES—DRAIN
45. MAIN LANDING GEAR—CHECK PROPER TIRE INFLA-

42. WING TIE-DOWN—DISCONNECT TION AND GEAR CONDITION

NOSE
46. EXHAUST COVER (IF INSTALLED)—REMOVE 50. EXHAUST SYSTEM—CHECK CONDITION, SECURI-
TY, AND FOR CRACKS, DISTORTION AND DAMAGE
47. COWLING—OPEN RIGHT SIDE OF UPPER COWLING

FOR ACCESS AND CHECK CONDITION AND SECURI-
TY
48. ENGINE (RIGHT SIDE)—CHECK FOR GENERAL CON- 51. COWLING—CLOSE AND LATCH RIGHT SIDE
DITION, SECURITY, FUEL AND OIL LEAKAGE, AND
DAMAGE TO ANY COMPONENTS
52. AIR INLET COVERS—REMOVE

49. BATTERY—CHECK CONDITION AND SECURITY,
AND POWER CABLES SECURE

53. AIR INLET—CHECK 56. PROPELLER SPINNER—CHECK CONDITION AND

SECURITY
54. PROPELLER ANCHOR—REMOVE

57. NOSEWHEEL STRUT AND TIRE—CHECK
55. PROPELLER—CHECK 58. COWLING—OPEN

59. ENGINE (LEFT SIDE)—CHECK FOR GENERAL CONDI-

61. OIL DIPSTICK/FILLER CAP—CHECK OIL LEVEL, THEN
TION, SECURITY, FUEL AND OIL LEAKAGE, AND DAM-
CHECK DIPSTICK/FILLER CAP SECURE
AGE TO ANY COMPONENTS
62. FUEL FILTER—CHECK FUEL FILTER BYPASS FLAG

FOR PROPER LOCATION (FLUSH)
60. INERTIAL SEPARATOR BYPASS OUTLET—CHECK

CLOSED AND DUCT FREE OF DEBRIS 63. BRAKE FLUID RESERVOIR—CHECK LEVEL

36
35 63
39 38 41 40 49 51 62 56
48 61
47 60
64. COWLING—CLOSE AND LATCH LEFT SIDE
37 42 43 45 44
52
53
46 54
57
50 55
65 66 67
65. FUEL PUMP DRAIN RESERVOIR (IF INSTALLED)—
DRAIN UNTIL EMPTY
66. FUEL FILTER QUICK DRAIN VALVE—DRAIN
67. FUEL DRAIN CAN (EPA CAN)—DRAIN UNTIL EMPTY
30
27 28 29 31 33 34
32

1 6
3 5

ANSWERS TO QUESTIONS
CHAPTER 2 CHAPTER 8 CHAPTER 15
1. C 1. B 1. B
2. A 2. B 2. C
3. C 3. A 3. C
4. C 4. B 4. B
5. A 5. D
6. D CHAPTER 16
7. C CHAPTER 9 1. A
8. C 1. D 2. A
9. C 3. B
CHAPTER 10 4. B
CHAPTER 3 STANDARD 5. D
1. A 1. D 6. D
2. C 2. B 7. B
3. B 3. C 8. B
4. B 4. B
5. D 5. B CHAPTER 17
6. A 1. A
CHAPTER 4 7. B
1. D 8. C
2. D 9. A
10. B
CHAPTER 5
1. C TKS
2. A 1. C
3. C 2. B
4. B 3. D
5. D 4. C
6. D 5. A
7. A 6. B
7. B
CHAPTER 7 8. B
1. B
2. D CHAPTER 11
3. C 1. D
4. A 2. D
5. B 3. A
6. A 4. B
7. D
8. D CHAPTER 14
9. B 1. A
10. B 2. C
11. B 3. C
12. C
FOR TRAINING PURPOSES ONLY APP-1

IF AIRCRAFT EQUIPPED
WITH TKS SYSTEM
HSI GPS
Figure ANN-1. Annunciators
FOR TRAINING PURPOSES ONLY ANN-1

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Wichita Cessna Learning Center

Copyright © 2013 by FlightSafety International, Inc.

LIST OF EFFECTIVE PAGES

THIS PUBLICATION CONSISTS OF THE FOLLOWING:

Page *Revision Page *Revision

*Zero in this column indicates an original page.

Chapter 1 AIRCRAFT GENERAL

FOR TRAINING PURPOSES ONLY 1-i

FOR TRAINING PURPOSES ONLY 1-iii

FOR TRAINING PURPOSES ONLY 1-1

Figure 1-1. Cessna Grand Caravan

MODEL DIFFERENCES • Bulkhead with attaching plates at its

1-2 FOR TRAINING PURPOSES ONLY

PIVOT POINT PIVOT POINT

7. HARTZELL PROPELLER GROUND CLEARANCE WITH

Figure 1-2. Exterior Dimensions—208

FOR TRAINING PURPOSES ONLY 1-3

PIVOT POINT PIVOT POINT

9. McCAULEY PROPELLER GROUND CLEARANCE –

Figure 1-3. Exterior Dimensions—208B

1-4 FOR TRAINING PURPOSES ONLY

63 FT 9 IN (WITH STROBE LIGHTS)

31 FT 10 1/2 IN (WITH STROBE LIGHTS)

Figure 1-4. Minimum Turning Radius—208

FOR TRAINING PURPOSES ONLY 1-5

65 FT 4 7/8 IN (WITH STROBE LIGHTS)

32 FT 8 5/8 IN (WITH STROBE LIGHTS)

Figure 1-5. Minimum Turning Radius—208B

1-6 FOR TRAINING PURPOSES ONLY

AIRPLANE SYSTEMS most general electrical and all avionics circuits

FOR TRAINING PURPOSES ONLY 1-7

• Flow divider LANDING GEAR AND BRAKES

1-8 FOR TRAINING PURPOSES ONLY

OXYGEN SYSTEM • Lacquer Thinners

FOR TRAINING PURPOSES ONLY 1-9

Table 1-1. WINDSHIELD AND WINDOW CARE

DESCRIPTION MANUFACTURER USE

• Mirror Glaze Mirror Bright Polish Co.

1-10 FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY 2-i

FOR TRAINING PURPOSES ONLY 2-iii

FOR TRAINING PURPOSES ONLY 2-1

GENERATOR GEN ALT ALTERNATOR

FOR TRAINING PURPOSES ONLY

BUS TIE NO. 1

Figure 2-1. Electrical System

ELECTRICAL SYSTEM contain the hydrogen gas emitted by the bat-

FOR TRAINING PURPOSES ONLY 2-3

BATTERY VENT LINE

Figure 2-2. Lead-Acid Batteries

POWER QUICK DISCONNECT

Figure 2-3. NiCad Battery Installation

2-4 FOR TRAINING PURPOSES ONLY

Page Revision Page Revision