Cessna 208B Grand Caravan EX. Airplane Flight Manual (2012)

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 208B (867 SHP)

GARMIN G1000

PLACARDS (Continued)

INTERIOR PLACARDS (Continued)

CARGO AREA (Continued)

On inside of lower cargo door (Cargo version only)

At each sidewall and ceiling anchor plate (except heavy duty anchor

plates with additional structural support) and at anchor plate at

center of lower cargo door (Cargo version only):

(Continued Next Page)

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CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

EMERGENCY PROCEDURES

TABLE OF CONTENTS

Page

Introduction

3-5

Airspeeds For Emergency Operation

3-6

GENERAL

3-7

Operating Procedures - General

3-7

EMERGENCY PROCEDURES

3-9

ENGINE FAILURES

3-9

Engine Failure During Takeoff Roll

3-9

Engine Failure Immediately After Takeoff

3-9

Engine Failure During Flight

3-10

Engine Flameout During Flight

3-11

AIRSTART

3-12

Starter Assist

3-12

FORCED LANDINGS

3-14

Emergency Landing Without Engine Power

3-14

Precautionary Landing With Engine Power

3-15

Ditching

3-16

SMOKE AND FIRE

3-17

Red ENGINE FIRE Annunciator Comes On

During Start On Ground

3-17

Cabin Fire During Ground Operations

3-17

Red ENGINE FIRE Annunciator Comes On In Flight

3-18

Electrical Fire In Flight

3-19

Cabin Fire

3-21

Wing Fire

3-22

(Continued Next Page)

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SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

EMERGENCY DESCENT

3-23

Smooth Air

3-23

Rough Air

3-23

ICE AND RAIN PROTECTION

3-24

The following weather conditions can be conducive

to severe in-flight icing - As required by AD 96-09-15,

Paragraph (a) (2)

3-24

Procedures for exiting the severe icing environment -

As required by AD 96-09-15, Paragraph (a) (2)

3-24

Inadvertent Icing Encounter

3-25

ENGINE MALFUNCTIONS

3-27

Red OIL PRESS LOW Annunciator Comes On

3-27

Uncommanded Engine Power Reduction To Idle

3-27

Red EMERG PWR LVR Annunciator Comes On Prior To

or During Engine Start

3-27

FUEL SYSTEM

3-28

Red RSVR FUEL LOW Annunciator Comes On

3-28

Red FUEL SELECT OFF Annunciator Comes On

During Engine Start and Aural Warning Horns Sound

3-29

Red FUEL SELECT OFF and Amber L, R, or

L-R FUEL LOW Annunciators Come On

3-29

Red FUEL SELECT OFF Annunciator Comes On

During Flight and Aural Warning Horn Sounds

3-29

Red FUEL SELECT OFF Annunciator Comes On Prior To

Engine Start and Aural Warning Horns Not Sounding

3-30

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS . . . 3-31

Red VOLTAGE HIGH Annunciator Comes On

3-31

Red VOLTAGE LOW Annunciator Comes On

3-34

AUTOPILOT OR ELECTRIC TRIM FAILURE

3-36

Red PTRM Message Comes On

3-36

Red AFCS or YAW Message Comes On

3-37

(Continued Next Page)

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SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

AMPLIFIED EMERGENCY PROCEDURES

3-38

Engine Failure

3-38

Maximum Glide

3-41

Forced Landings

3-42

Ditching

3-42

Landing Without Elevator Control

3-43

Smoke And Fire

3-43

Emergency Operation In Clouds

3-45

Executing A 180° Turn In Clouds (Dual AHRS Failure)

3-46

Emergency Descent Through Clouds (Dual AHRS Failure) . . .

3-47

Recovery From Spiral Dive In The Clouds (Dual AHRS Failure) 3-48

Spins

3-49

Engine Malfunctions

3-50

Loss of Oil Pressure

3-50

Uncommanded Engine Power Reduction To Idle

3-51

Emergency Power Lever Not Stowed

3-51

Fuel System Malfunction

3-52

Inadvertent Fuel Flow Interruption

3-52

Electrical Power Supply System Malfunctions

3-54

Generator or Main Bus Malfunctions

3-54

Loss of Electrical Power

3-56

Partial Avionics Power Failure

3-57

Standby Electrical System Malfunctions

3-58

Emergency Exits

3-59

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3-3

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

INTRODUCTION

Section 3 provides checklist and amplified procedures for coping with

emergencies that may occur. Emergencies caused by airplane or

engine malfunctions are extremely rare if proper preflight inspections

and maintenance are practiced. Enroute weather emergencies can be

minimized or eliminated by careful flight planning and good judgment

when unexpected weather is encountered. However, should an

emergency arise, the basic guidelines described in this section should

be considered and applied as necessary to correct the problem. In any

emergency situation, the most important task is continued control of the

airplane and maneuver to execute a successful landing.

Emergency procedures associated with optional or supplemental

equipment are found in Section 9, Supplements.

WARNING

There is no substitute for correct and complete

preflight planning habits and continual review to

minimize

emergencies.

thoroughly

knowledgeable of hazards and conditions which

represent potential dangers. Also be aware of the

capabilities and limitations of the airplane.

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3-5

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AIRSPEEDS FOR EMERGENCY OPERATION

ENGINE FAILURE AFTER TAKEOFF

WING FLAPS Handle UP

100 KIAS

WING FLAPS Handle LAND

80 KIAS

MANEUVERING SPEED

8807 POUNDS (3994 kg)

148 KIAS

7500 POUNDS (3401 kg)

137 KIAS

6250 POUNDS (2834 kg)

125 KIAS

5000 POUNDS (2267 kg)

112 KIAS

MAXIMUM GLIDE WITH CARGO POD

8807 POUNDS (3994 kg)

95 KIAS

7500 POUNDS (3401 kg)

87 KIAS

6250 POUNDS (2834 kg)

79 KIAS

5000 POUNDS (2267 kg)

71 KIAS

MAXIMUM GLIDE WITHOUT CARGO POD

8807 POUNDS (3994 kg)

97 KIAS

7500 POUNDS (3401 kg)

90 KIAS

6250 POUNDS (2834 kg)

82 KIAS

5000 POUNDS (2267 kg)

74 KIAS

PRECAUTIONARY LANDING WITH ENGINE POWER

WING FLAPS Handle LAND

80 KIAS

LANDING WITHOUT ENGINE POWER

WING FLAPS Handle UP

100 KIAS

WING FLAPS Handle LAND

80 KIAS

FAA APPROVED

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CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

GENERAL

OPERATING PROCEDURES - GENERAL

The operating procedures contained in this manual have been

developed and recommended by Cessna Aircraft Company and are

approved for use in the operation of this airplane.

This section contains the emergency and abnormal procedures for your

airplane. For your convenience, definitions of these terms are listed in

Section I. Operating procedures in this POH/AFM are organized into

Emergency, Abnormal and Normal Procedures.

Emergency procedures are generally associated with red annunciators

or messages. Some procedures, such as Maximum Glide/Emergency

Landing, are not associated with any particular message, but can

involve one or more messages. All emergency procedures are

organized by appropriate systems and include each red annunciation

or message, if applicable, exactly as it appears on the PFD, or MFD.

Emergency procedures require immediate pilot recognition and

corrective action by the crew. Red annunciators will flash and pressing

the WARNING softkey will silence the repeating chime and change the

annunciator to steady state.

Some emergency situations require immediate memorized corrective

action. These numbered steps are printed in boxes within the

emergency procedures and should be accomplished without the aid of

the checklist.

Abnormal procedures are general procedures that can be associated

with one or more amber annunciations or messages. Some procedures

are not associated with any particular annunciation or message, but

can involve one or more messages. These procedures are organized

by related systems.

An abnormal procedure is one requiring the use of special systems

and/or the alternate use of regular systems that will maintain an

acceptable level of airworthiness. These procedures require immediate

pilot awareness and subsequent crew action may be required. Amber

annunciators will initially flash and pressing the CAUTION softkey will

change the annunciation to a steady state.

(Continued Next Page)

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SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

GENERAL (Continued)

OPERATING PROCEDURES - GENERAL (Continued)

NOTE

•

White annunciators provide general information, indicate

the need for additional crew awareness and the possible

necessity of future pilot action.

•

In order to avoid confusion due to multiple messages, at

critical times, some annunciator(s) are inhibited when a

Line Replaceable Unit

(LRU), such as the GEA-71

(Garmin Engine Airframe Computer), has failed.

•

Generally, the following Emergency and Abnormal

Procedures do not direct the pilot to check/reset circuit

breakers. This is considered basic airmanship and can

be accomplished at the pilot's discretion.

•

Except where specific action is required, these

procedures do not specify action when on the ground.

Conditions resulting in a red or amber message should

be corrected prior to flight. Reasons for white

annunciators should be determined prior to flight.

•

If a red or amber annunciation occurs in flight,

consideration should be given to landing at an airport

where corrective maintenance can be performed.

Normal

procedures are those recommended for routine day-to-day

preflight, flight, and postflight operation and include expanded systems

information and procedures. Some checks, as noted in the Limitations

Section of this POH/AFM, are required to assure proper system

integrity.

The Garmin G1000 Integrated Avionics System monitors most of the

airplane systems for faults or failures and displays this information to

the crew as annunciation and messages in the Crew Alerting System

(CAS) portion of the Primary Flight Display (PFD) in front of each pilot.

Some Garmin G1000 faults are also displayed as messages in the

Primary Flight Display (PFD) or Multi Function Display (MFD). These

messages are listed within the appropriate portion of the Emergency

and Abnormal procedures sections of the POH/AFM or appropriate

Garmin Cockpit Reference Guide (CRG) for 208 series airplanes.

FAA APPROVED

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U.S.

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SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

EMERGENCY PROCEDURES

Procedures in the Emergency Procedures Checklist portion of this

section shown in boxes are immediate action items which should be

committed to memory.

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF ROLL

1. POWER Lever

BETA RANGE

2. Brakes

APPLY

3. WING FLAPS Handle

IF AIRPLANE CANNOT BE STOPPED ON REMAINING RUNWAY

4. FUEL CONDITION Lever

CUTOFF

5. FUEL/OIL SHUTOFF Knob

PULL OFF

6. FUEL TANK SELECTORS

OFF

(aural warning horn will sound)

7. BATTERY Switch

OFF

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed

90 KIAS

2. PROP RPM Lever

FEATHER

3. WING FLAPS Handle

AS REQUIRED

(TO/APR recommended)

4. FUEL CONDITION Lever

CUTOFF

5. FUEL/OIL SHUTOFF Knob

PULL OFF

6. FUEL TANK SELECTORS

OFF

(aural warning horn will sound)

7. BATTERY Switch

OFF

8. Cabin Door

UNLATCH

9. Land

STRAIGHT AHEAD

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SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ENGINE FAILURES

ENGINE FAILURE DURING FLIGHT

1. Airspeed

95 KIAS

2. POWER Lever

IDLE

3. PROP RPM Lever

FEATHER

4. FUEL CONDITION Lever

CUTOFF

5. WING FLAPS Handle

6. FUEL BOOST Switch

OFF

7. FUEL/OIL SHUTOFF Knob

PULL OFF

8. IGNITION Switch

NORM

9. STBY ALT PWR Switch

OFF

10. Electrical Load

REDUCE

a. AVIONICS STBY PWR Switch

OFF

b. AVIONICS BUS TIE Switch

OFF

c. CABIN Lights Switch

OFF

d. STROBE Lights Switch

OFF

e. LDG and TAXI/RECOG Lights Switches

OFF

NOTE

Keep LDG and TAXI/RECOG lights OFF until required for

approach and landing. Prior to landing, turn both LEFT and

RIGHT LDG light switches to ON.

VENT AIR FANS

OFF

AIR CONDITIONING (if installed)

OFF

GEN CONT and

GEN FIELD Circuit Breakers

OPEN (pull out)

(top row, last two breakers on forward end)

RIGHT PITOT HEAT Circuit Breaker

OPEN (pull out)

(second row, third breaker from aft end)

RDNG LIGHT Circuit Breaker

OPEN (pull out)

(third row, second breaker from aft end)

k. RADAR R/T Circuit Breaker

OPEN (pull out)

(AVN BUS 1, second row, sixth breaker from left side)

AVIONICS No. 2 Switch

OFF

11. BAT AMPS

CHECK

(verify below 45 amps)

12. Land as soon as possible. (refer to EMERGENCY LANDING

WITHOUT ENGINE POWER)

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SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ENGINE FAILURES (Continued)

ENGINE FLAMEOUT DURING FLIGHT

IF GAS GENERATOR SPEED (N_g) IS ABOVE 50%

1. POWER Lever

IDLE

2. IGNITION Switch

AFTER SATISFACTORY RELIGHT AS EVIDENCED BY NORMAL

ITT AND N_gINDICATIONS

3. POWER Lever

AS DESIRED

4. IGNITION Switch

NORM

(if cause of flameout has been corrected)

IF GAS GENERATOR SPEED (N_g) IS BELOW 50%

1. FUEL CONDITION Lever

CUTOFF

2. Refer to AIRSTART procedure on following page for engine

restart information.

FAA APPROVED

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U.S.

3-11

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AIRSTART

STARTER ASSIST

1. BATTERY Switch

2. AVIONICS No. 1 Switch

3. Electrical Load

REDUCE

a. STBY ALT PWR Switch

OFF

b. AVIONICS No. 2 Switch

OFF

NOTE

With AVIONICS No. 2 switch in the OFF position, the

dynamic redline will become fixed at 2397 FT-LB regardless

of temperature or altitude changes. The cruise torque bug

will become inoperative and will not be shown on the EIS

torque indicator.

c. IGNITION Switch

NORM

d. Circuit Breakers

(push in)

e. Left LIGHTS Panel Switches (9 total)

OFF

POWER OUTLET Switch(es)

OFF

VENT AIR FANS

OFF

AIR CONDITIONING (if installed)

OFF

TEMP Control Knob

CLOSED

(rotate FULL counterclockwise)

BLEED AIR HEAT Switch

OFF

INERTIAL SEPARATOR

NORMAL

(push in)

EMERGENCY POWER Lever

NORMAL

POWER Lever

IDLE

PROP RPM Lever

MIN

FUEL CONDITION Lever

CUTOFF

FUEL/OIL SHUTOFF Knob

(push in)

10. FUEL TANK SELECTORS

BOTH ON

(Continued Next Page)

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CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

AIRSTART (Continued)

STARTER ASSIST (Continued)

11.

FUEL BOOST Switch

12. Altitude

20,000 FEET MAXIMUM

13. STARTER Switch

START and OBSERVE

a. IGNITION ON Annunciator

CHECK

(verify annunciator is shown)

b. OIL PSI Indicator

CHECK

(OIL PSI indicated and rising)

c. N_g Indicator

12% RPM

(minimum)

14. FUEL CONDITION Lever

LOW IDLE and OBSERVE

a. FFLOW PPH Indicator

90-140 PPH

b. ITT Indicator

MONITOR

(1090°C maximum)

c. N_g Indicator

55% RPM

(minimum)

15. STARTER Switch

OFF

16. IGNITION Switch

(if in heavy precipitation or fuel tanks near empty)

17. FUEL BOOST Switch

NORM

(unless it cycles on and off; then leave ON)

18. FUEL CONDITION Lever

HIGH IDLE

19. PROP RPM Lever

SET

20. POWER Lever

SET

21. STBY ALT PWR Switch

22. AVIONICS No. 2 Switch

23. Electrical Equipment

AS REQUIRED

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SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FORCED LANDINGS

EMERGENCY LANDING WITHOUT ENGINE POWER

Seats, Seat Belts, Shoulder Harnesses

SECURE

Loose Objects

SECURE

Airspeed:

100 KIAS - WING FLAPS UP

80 KIAS - WING FLAPS LAND

POWER Lever

IDLE

PROP RPM Lever

FEATHER

FUEL CONDITION Lever

CUTOFF

FUEL BOOST Switch

OFF

IGNITION Switch

NORM

STBY ALT PWR Switch

OFF

10. Nonessential Equipment

OFF

11.

FUEL/OIL SHUTOFF Knob

PULL OFF

12. FUEL TANK SELECTORS

OFF

(aural warning horn will sound)

13. WING FLAPS Handle

AS REQUIRED

(LAND recommended)

14. Crew Doors

UNLATCH PRIOR TO TOUCHDOWN

15. GENERATOR Switch

TRIP

16. BATTERY Switch

OFF

(when landing is assured)

17. Touchdown

SLIGHTLY TAIL LOW

18. Brakes

APPLY HEAVILY

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CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

FORCED LANDINGS (Continued)

PRECAUTIONARY LANDING WITH ENGINE POWER

Seats, Seat Belts, Shoulder Harnesses

SECURE

Loose Objects

SECURE

WING FLAPS Handle

TO/APR

Airspeed

90 KIAS

Selected Field

FLY OVER

(noting terrain and obstructions)

Nonessential Equipment

OFF

(except BATTERY, GENERATOR and STBY ALT PWR)

WING FLAPS Handle

LAND

(on final approach)

Airspeed

80 KIAS

Crew Doors

UNLATCH PRIOR TO TOUCHDOWN

10. STBY ALT PWR Switch

OFF

11.

GENERATOR Switch

TRIP

12. BATTERY Switch

OFF

13. Touchdown

SLIGHTLY TAIL LOW

14. POWER Lever

BETA RANGE

15. FUEL CONDITION Lever

CUTOFF

16. Brakes

APPLY HEAVILY

FAA APPROVED

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U.S.

3-15

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FORCED LANDINGS (Continued)

DITCHING

1. Radio

TRANSMIT MAYDAY (on 121.5 MHz)

(give location, intentions and SQUAWK 7700)

2. Heavy Objects in Cabin

SECURE OR JETTISON

(if passenger is available to assist)

3. Seats, Seat Belts, Shoulder Harnesses

SECURE

4. WING FLAPS Handle

LAND

5. POWER

ESTABLISH 300 FT/MIN DESCENT AT 80 KIAS

6. Approach

a. High Winds, Heavy Seas

INTO THE WIND

b. Light Winds, Heavy Swells

PARALLEL TO SWELLS

7. Cabin Doors

UNLATCH

8. Face

CUSHION AT TOUCHDOWN

(with folded coat or similar object)

9. Touchdown

LEVEL ATTITUDE AT

ESTABLISHED RATE OF DESCENT

10. ELT

ACTIVATE

11. Airplane

EVACUATE THROUGH CABIN DOORS

NOTE

If necessary, open vent window and flood cabin to equalize

pressure so doors can be opened.

12. Life Vests and Raft . . INFLATE WHEN CLEAR OF AIRPLANE

WARNING

The airplane has not been flight tested in actual

ditchings, thus the above recommended procedure

is based entirely on the best judgment of Cessna

Aircraft Company.

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SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

SMOKE AND FIRE

RED ENGINE FIRE ANNUNCIATOR COMES ON DURING

START ON GROUND

1. FUEL CONDITION Lever

CUTOFF

2. FUEL BOOST Switch

OFF

3. STARTER Switch

MOTOR

WARNING

It is possible to have an engine fire without an

accompanying ENGINE FIRE annunciation.

CAUTION

Do not exceed the starting cycle limitations. Refer to

Section 2, Limitations, Engine Starting Cycle Limits.

4. STARTER Switch

OFF

5. FUEL/OIL SHUTOFF Knob

PULL OFF

6. BATTERY Switch

OFF

7. Airplane

EVACUATE

8. Fire

EXTINGUISH

CABIN FIRE DURING GROUND OPERATIONS

1. POWER Lever

IDLE

2. Brakes

AS REQUIRED

3. PROP RPM Lever

FEATHER

4. FUEL CONDITION Lever

CUTOFF

5. BATTERY Switch

OFF

6. Airplane

EVACUATE

7. Fire

EXTINGUISH

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3-17

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

SMOKE AND FIRE (Continued)

RED ENGINE FIRE ANNUNCIATOR COMES ON IN FLIGHT

1. POWER Lever

IDLE

2. PROP RPM Lever

FEATHER

3. FUEL CONDITION Lever

CUTOFF

4. FUEL/OIL SHUTOFF Knob

PULL OFF

5. CABIN HEAT FIREWALL SHUTOFF Knob

PULL OFF

6. Vents

CHECK

a. Forward Side Air VENT Knobs

CLOSE (push in)

b. Overhead Air Vents

OPEN

c. VENT AIR Control Knobs

OPEN/FAN POSITION

d. AIR CONDITIONING Switch (if installed)

OFF

7. WING FLAPS Handle

TO/APR - LAND

8. Airspeed

80 - 85 KIAS

9. Forced Landing

EXECUTE

(refer to EMERGENCY LANDING WITHOUT ENGINE POWER)

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MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

SMOKE AND FIRE (Continued)

ELECTRICAL FIRE IN FLIGHT

1. STBY ALT PWR Switch

OFF

2. GENERATOR Switch

TRIP

3. BATTERY Switch

OFF

WARNING

• Without electrical power all electrically operated

flight and engine indications, fuel boost pump,

EIS annunciators, WING FLAPS Handle and all

navigation and communications systems will be

inoperative.

• All standby instruments, including torque

indicator and vacuum-driven standby attitude

indicator, will be operative.

4. Vents

CLOSED (to avoid drafts)

a. Forward Side Air VENT Knobs

CLOSE (push in)

b. Overhead Air Vents

c. VENT AIR Control Knobs

d. AIR CONDITIONING Switch (if installed)

OFF

5. TEMP Control Knob

CLOSED

(rotate FULL counterclockwise)

6. BLEED AIR HEAT Switch

OFF

7. Fire Extinguisher

ACTIVATE

WARNING

Occupants should use oxygen masks (if installed)

until smoke clears. After discharging an

extinguisher within a closed cabin, ventilate the

cabin.

8. AVIONICS No. 1 and No. 2 Power Switches

OFF

WARNING

With AVIONICS No. 1 and No. 2 OFF, use standby

flight instruments.

9. All Other Electrical Switches

OFF

(Continued Next Page)

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SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

SMOKE AND FIRE (Continued)

ELECTRICAL FIRE IN FLIGHT (Continued)

IF FIRE HAS NOT BEEN EXTINGUISHED

10. Forced Landing

EXECUTE

(refer to FORCED LANDINGS CHECKLIST)

IF FIRE HAS BEEN EXTINGUISHED AND ELECTRICAL POWER IS

NECESSARY FOR CONTINUED FLIGHT TO NEAREST SUITABLE

AIRPORT OR LANDING AREA

10. BATTERY Switch

11.

GENERATOR Switch

RESET

12. STBY ALT PWR Switch

13. Circuit Breakers

CHECK IN

(for faulty circuit; do not reset)

14. AVIONICS No. 1 and No. 2 Switches

15. Electrical Switches

Slowly turn switches on one at a time, while monitoring current

draw until faulty circuit is identified.

16. Vents

OPEN

(when sure that fire is completely extinguished)

a. Forward Side Air VENT Knobs

PULL ON

b. Overhead Air Vents

OPEN

c. VENT AIR Control Knobs

OPEN/FAN POSITION

d. AIR CONDITIONING Switch (if installed)

OFF

17. BLEED AIR HEAT Switch

ON (as desired)

18. TEMP Control Knob

ADJUST

(rotate clockwise)

19. Land airplane as soon as possible to inspect for damage.

WARNING

The fire extinguishing substance is toxic, and

fumes must not be inhaled for extended periods.

After discharging the extinguisher, the cabin must

be ventilated. If oxygen is available, put masks on

and start oxygen flow.

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SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

SMOKE AND FIRE (Continued)

CABIN FIRE

1. STBY ALT PWR Switch

OFF

2. GENERATOR Switch

TRIP

3. BATTERY Switch

OFF

WARNING

• Without electrical power all electrically operated

flight and engine indications, fuel boost pump,

EIS annunciators, WING FLAPS Handle and all

navigation and communications systems will be

inoperative.

• All standby instruments, including torque

indicator and vacuum-driven standby attitude

indicator, will be operative.

4. Vents

CLOSED (to avoid drafts)

a. Forward Side Air VENT Knobs

CLOSE (push in)

b. Overhead Air Vents

c. VENT AIR Control Knobs

d. AIR CONDITIONING Switch (if installed)

OFF

5. TEMP Control Knob

CLOSED

(rotate FULL counterclockwise)

6. BLEED AIR HEAT Switch

OFF

7. Fire Extinguisher

ACTIVATE

WARNING

Occupants should use oxygen masks (if installed)

until smoke clears. After discharging an

extinguisher within a closed cabin, ventilate the

cabin.

8. Land airplane as soon as possible to inspect for damage.

FAA APPROVED

208BPHCUS-00

U.S.

3-21

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

SMOKE AND FIRE (Continued)

WING FIRE

1. PITOT/STATIC HEAT Switch

OFF

2. STALL HEAT Switch

OFF

3. STROBE Lights Switch

OFF

4. NAV Lights Switch

OFF

5. LDG and TAXI/ RECOG Lights Switches

OFF

6. LEFT FUEL QTY Circuit Breakers

OPEN (pull out)

(second row, third breaker from forward end)

7. RIGHT FUEL QTY Circuit Breakers

OPEN (pull out)

(third row, third breaker from forward end)

8. RADAR R/T Circuit Breaker (if installed)

OPEN (pull out)

(AVN BUS 1, second row, sixth breaker from left side)

9. VENT AIR Control Knobs

10. AIR CONDITIONING Switch (if installed)

OFF

WARNING

Perform a sideslip as required to keep flames away

from the fuel tank and cabin.

11. Land as soon as possible.

FAA APPROVED

3-22

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

EMERGENCY DESCENT

SMOOTH AIR

1. Seats, Seat Belts, Shoulder Harnesses

SECURE

2. POWER Lever

IDLE

3. PROP RPM Lever

MAX

(full forward)

4. WING FLAPS

5. Airspeed

175 KIAS

ROUGH AIR

1. Seats, Seat Belts, Shoulder Harnesses

SECURE

2. POWER Lever

IDLE

3. PROP RPM Lever

MAX

(full forward)

4. WING FLAPS

5. Weights and Airspeed:

8807 Pounds

148 KIAS

7500 Pounds

137 KIAS

6250 Pounds

125 KIAS

5000 Pounds

112 KIAS

FAA APPROVED

208BPHCUS-00

U.S.

3-23

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ICE AND RAIN PROTECTION

THE FOLLOWING WEATHER CONDITIONS CAN BE

CONDUCIVE TO SEVERE IN-FLIGHT ICING - As Required

by AD 96-09-15, Paragraph (a) (2):

1. Visible rain at temperatures below

0°C (32°F) ambient air

temperature.

2. Droplets that splash or splatter on impact at temperatures below

0°C (32°F) ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE ICING

ENVIRONMENT - As Required by AD 96-09-15, Paragraph

(a) (2):

These procedures are applicable to all flight phases from takeoff to

landing. Monitor the ambient air temperature. While severe icing can

form at temperatures as cold as -18°C (0°F), increased vigilance is

warranted at temperatures around freezing with visible moisture

present. If the visual cues specified in Section

2, Limitations for

identifying severe icing conditions are observed, accomplish the

following:

1. Immediately request priority handling from Air Traffic Control to

facilitate a route or an altitude change to exit the severe icing

conditions in order to avoid extended exposure to flight

conditions more severe than those for which the airplane has

been certificated.

2. Avoid abrupt and excessive maneuvering that can exacerbate

control difficulties.

3. Do not engage the autopilot.

4. If the autopilot is engaged, hold the control wheel firmly and

disengage the autopilot.

5. If an unusual roll response or uncommanded roll control

movement is observed, reduce the angle-of-attack.

6. If the flaps are extended, do not retract them until the airframe is

clear of ice.

7. Report these weather conditions to Air Traffic Control.

FAA APPROVED

3-24

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ICE AND RAIN PROTECTION (Continued)

INADVERTENT ICING ENCOUNTER

1. IGNITION Switch

2. INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

3. PITOT/STATIC HEAT Switch

4. STALL HEAT Switch

IF ABOVE 20,000 FEET

5. Airspeed

160 KIAS MAX

6. Altitude

DESCEND TO 20,000 FEET OR BELOW

(as soon as practical)

7. Turn back or change altitude to obtain an outside air

temperature that is less conducive to icing.

8. IGNITION Switch

OFF

(after 5 minutes operation)

9. BLEED AIR HEAT Switch

10. TEMP Control Knob

MAX HEAT

(rotate clockwise)

11. FWD CABIN HEAT Control Knob

PUSH (full in)

12. DEFROST Control Knob

PULL (full out)

(to obtain maximum windshield defroster effectiveness)

13. PROP RPM Lever

1900 RPM

(to minimize ice build-up)

CAUTION

• If excessive vibration is noted, momentarily reduce

propeller RPM to 1600 with the PROP RPM Lever,

then rapidly move the control full forward. Cycling

the PROP RPM flexes the propeller blades and high

RPM increases centrifugal force, causing ice to shed

more readily.

• If the INERTIAL SEPARATOR is set to BYPASS at

any point due to suspected or actual icing conditions,

do not return it to NORMAL until the inertial

separator door has been visually inspected and

verified free of ice and ice protection fluid.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

3-25

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ICE AND RAIN PROTECTION (Continued)

INADVERTENT ICING ENCOUNTER (Continued)

14. Plan a landing at the nearest airport. With an extremely rapid ice

build-up, select a suitable off airport landing site.

15. With an ice accumulation of 0.25 inch (6.35 mm) or more on the

wing leading edges, be prepared for significantly higher power

requirements, higher approach and stall speeds, and a longer

landing roll.

16. If necessary, set up a forward slip for visibility through the left

portion of the windshield during the landing approach.

17. Use approach speed of 120 KIAS with WING FLAPS set at TO/

APR. With ice suspected on the airframe, or operating at 5°C

(41°F) or less in visible moisture, do not extend WING FLAPS

beyond TO/APR for landing.

18. Landing Distance

MULTIPLY POH/AFM DISTANCE BY

2.2 - FLAPS UP

2.1 - FLAPS TO/APR

19. Minimum Approach Airspeed

AT OR ABOVE

120 KIAS - Flaps UP

110 KIAS - Flaps TO/APR

WARNING

With heavy ice accumulations on the horizontal

stabilizer leading edge, do not extend flaps while

enroute or holding. When landing is assured, select

the minimum flap setting required, not to exceed

TO/APR, and maintain extra airspeed consistent

with available field length. Do not retract the flaps

once they have been extended, unless required for

go-around. Then retract flaps in increments while

maintaining 5 to 10 knots extra airspeed.

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

21. Missed approaches should be avoided whenever possible

because of severely reduced climb capability. However, if a go-

around is mandatory, make the decision much earlier in the

approach than normal. Apply takeoff power and maintain 95 to

110 KIAS while retracting the flaps slowly in increments.

FAA APPROVED

3-26

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ENGINE MALFUNCTIONS

RED OIL PRESS LOW ANNUNCIATOR COMES ON

1. OIL PSI Indication

MONITOR

CAUTION

If oil pressure indications confirm warning annunciator,

proceed in accordance with ENGINE FAILURE

checklists, or at the discretion of the pilot and consistent

with safety, continue engine operation in preparation for

an emergency landing as soon as possible.

UNCOMMANDED ENGINE POWER REDUCTION TO IDLE

1. POWER Lever

IDLE

2. EMERGENCY POWER Lever . . SET POWER AS REQUIRED

(maintain 65% N_g minimum during flight)

Amber EMERG PWR LVR annunciator will come on once

EMERGENCY POWER lever is moved out of NORMAL.

CAUTION

• The EMERGENCY POWER lever overrides normal

fuel control functions and results in the direct

operation of the fuel metering valve. Utilize slow and

smooth movement of the EMERGENCY POWER

lever to avoid engine surges, and/or exceeding ITT,

N_g and torque limits.

• MAXIMUM RATED power may not be achievable at

all temperatures and altitudes when using the

EMERGENCY POWER lever.

RED EMERG PWR LVR ANNUNCIATOR COMES ON

PRIOR TO OR DURING ENGINE START

1. EMERGENCY POWER Lever

CHECK

(verify lever in NORMAL position)

FAA APPROVED

208BPHCUS-00

U.S.

3-27

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FUEL SYSTEM

RED RSVR FUEL LOW ANNUNCIATOR COMES ON

1. FUEL TANK SELECTORS

BOTH ON

2. IGNITION Switch

3. FUEL BOOST Switch

IF RED RSVR FUEL LOW ANNUNCIATOR REMAINS ON WITH

USABLE FUEL IN WING TANKS

4. Engine Indicating System

MONITOR

WARNING

Watch for signs of fuel starvation and/or amber

FUEL PRESS LOW annunciation.

5. Land as soon as possible and determine cause of the red RSVR

FUEL LOW annunciation.

IF RED RSVR FUEL LOW ANNUNCIATOR REMAINS ON AND

AMBER FUEL PRESS LOW ANNUNCIATOR COMES ON

6. Land as soon as possible. (refer to EMERGENCY LANDING

WITHOUT ENGINE POWER)

IF RED RSVR FUEL LOW ANNUNCIATOR GOES OFF WITH

USABLE FUEL IN WING TANKS

4. FUEL QTY Indicators

CHECK

(maximum fuel imbalance 200 pounds)

5. Engine Indicating System

MONITOR

6. Ignition Switch

NORM

7. Fuel BOOST Switch

NORM

8. Continue flight as planned.

FAA APPROVED

3-28

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

FUEL SYSTEM (Continued)

RED FUEL SELECT OFF ANNUNCIATOR COMES ON

DURING ENGINE START AND AURAL WARNING HORNS

SOUND

1. FUEL TANK SELECTORS

BOTH ON

IF RED FUEL SELECT OFF ANNUNCIATOR REMAINS ON

2. Determine cause and repair before next flight.

IF RED FUEL SELECT OFF ANNUNCIATOR GOES OFF AND

AURAL WARNING HORNS SILENCED

2. Continue with engine start procedure.

RED FUEL SELECT OFF AND AMBER L, R, OR L-R FUEL

LOW ANNUNCIATORS COME ON

1. FUEL TANK SELECTORS

BOTH ON

2. Fuel Balance

MONITOR

(maximum 200 pounds imbalance)

RED FUEL SELECT OFF ANNUNCIATOR COMES ON

DURING FLIGHT AND AURAL WARNING HORN SOUNDS

1. FUEL TANK SELECTORS

BOTH ON

2. Fuel Balance

MONITOR

(maximum 200 pounds imbalance)

FAA APPROVED

208BPHCUS-00

U.S.

3-29

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FUEL SYSTEM (Continued)

RED FUEL SELECT OFF ANNUNCIATOR COMES ON

PRIOR TO ENGINE START AND AURAL WARNING

HORNS NOT SOUNDING

1. START CONT Circuit Breaker

CLOSE (push in)

(top row, third breaker from forward end)

2. FUEL SEL WARN Circuit Breaker

CLOSE (push in)

(second row, first breaker from forward end)

NOTE

When the START CONT or FUEL SEL WARN Circuit

Breakers are in the open position, the FUEL SELECT OFF

annunciator will come on and aural warning horns will not

sound.

CAUTION

Do not close (reset) circuit breakers more than once

and only after a 2 minute cool off period.

IF RED FUEL SELECT OFF ANNUNCIATOR REMAINS ON

3. Determine cause and repair before next flight.

IF RED FUEL SELECT OFF ANNUNCIATOR GOES OFF

3. Continue with engine start procedure.

FAA APPROVED

3-30

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS

RED VOLTAGE HIGH ANNUNCIATOR COMES ON

1. BUS VOLTS

CHECK

If BUS VOLTS increases above 32.5, expect generator to trip

offline automatically. BUS VOLTS indication will turn red/white at

32.1 volts to give advanced warning of an automatic trip.

IF GENERATOR AUTOMATICALLY TRIPS OFFLINE WITH BUS

VOLTS ABOVE 32.5

2. GEN CONT and

GEN FIELD Circuit Breakers

CLOSE (push in)

(top row, first and second breakers from forward end)

3. GENERATOR Switch

RESET

IF GENERATOR OUTPUT RESUMES

4. BUS VOLTS and GEN AMPS

MONITOR

IF GENERATOR TRIPS OFFLINE AGAIN WITH BUS VOLTS

ABOVE 32.5

5. GENERATOR Switch

TRIP

6. AVIONICS BUS TIE Switch

7. AVIONICS STBY PWR Switch

8. AVIONICS NO. 1 and NO. 2 Switches

OFF

9. Electrical Load

REDUCE

a. CABIN Lights Switch

OFF

b. POWER OUTLET Switch(es)

OFF

c. BCN Lights Switch

OFF

d. LDG and TAXI/ RECOG Light Switches

OFF

NOTE

Keep LDG and TAXI/RECOG lights OFF until required for

approach and landing. Prior to landing, turn both LEFT and

RIGHT LDG light switches to ON.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

3-31

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

RED VOLTAGE HIGH ANNUNCIATOR COMES ON

(Continued)

9. Electrical Load

REDUCE (Continued)

e. VENT AIR FANS

OFF

AIR CONDITIONING (if installed)

OFF

GEN CONT and

GEN FIELD Circuit Breakers

OPEN (pull out)

(top row, last two breakers on forward end)

h. RDNG LIGHT Circuit Breaker

OPEN (pull out)

(third row, second breaker from aft end)

RADAR R/T Circuit Breaker

OPEN (pull out)

(AVN BUS 1, second row, sixth breaker from left side)

HF RCVR and

HF AMP Circuit Breakers

OPEN (pull out)

(AVN BUS 2, second row, fifth and sixth breakers from left

side)

k. ALT AMPS

VERIFY BELOW 75 AMPS

(continue shedding if not below 75 amps)

10. Flight

CONTINUE

NOTE

With standby alternator powering the electrical system, the

flight can continue to destination airport with the

GENERATOR OFF annunciator shown. Monitor ALT AMPS

load using ENGINE SYSTEM page.

(Continued Next Page)

FAA APPROVED

3-32

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

RED VOLTAGE HIGH ANNUNCIATOR COMES ON

(Continued)

IF GENERATOR DOES NOT AUTOMATICALLY TRIP OFFLINE

WITH BUS VOLTS ABOVE 32.5

2. GENERATOR Switch

TRIP

3. AVIONICS BUS TIE Switch

4. AVIONICS STBY PWR Switch

5. AVIONICS NO. 1 and NO. 2 Switches

OFF

6. Electrical Load

REDUCE

a. CABIN Lights Switch

OFF

b. POWER OUTLET Switch(es)

OFF

c. BCN Lights Switch

OFF

d. LDG and TAXI/ RECOG Light Switches

OFF

NOTE

Keep LDG and TAXI/RECOG lights OFF until required for

approach and landing. Prior to landing, turn both LEFT and

RIGHT LDG light switches to ON.

e. VENT AIR FANS

OFF

AIR CONDITIONING (if installed)

OFF

GEN CONT and

GEN FIELD Circuit Breakers

OPEN (pull out)

(top row, last two breakers on forward end)

h. RDNG LIGHT Circuit Breaker

OPEN (pull out)

(third row, second breaker from aft end)

RADAR R/T Circuit Breaker

OPEN (pull out)

(AVN BUS 1, second row, sixth breaker from left side)

HF RCVR and

HF AMP Circuit Breakers

OPEN (pull out)

(AVN BUS 2, second row, fifth and sixth breakers from left

side)

k. ALT AMPS

VERIFY BELOW 75 AMPS

(continue shedding if not below 75 amps)

7. Flight

CONTINUE

NOTE

With Standby Alternator powering the electrical system, the

flight can continue to destination airport with the

GENERATOR OFF annunciator shown. Monitor ALT AMPS

load using ENGINE SYSTEM page.

FAA APPROVED

208BPHCUS-01

U.S.

3-33

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

RED VOLTAGE LOW ANNUNCIATOR COMES ON

1. BUS VOLTS

CHECK

CAUTION

A red VOLTAGE LOW annunciation followed by a open

(tripped) BUS 1, BUS 2 or STBY PWR circuit breaker

can indicate a feeder fault that has isolated itself. Do

not close (reset) the open breaker. The red VOLTAGE

LOW annunciation should go off after circuit breaker

opens.

2. STBY ALT PWR

VERIFY ON

IF BUS VOLTS IS LESS THAN 24.5 WITH GENERATOR OFF AND

STBY PWR INOP ANNUNCIATORS ON

3. GEN CONT and

GEN FIELD Circuit Breakers

CLOSE (push in)

(top row, last two breakers on forward end)

4. GENERATOR Switch

RESET

5. STBY ALT PWR Switch

OFF; THEN ON

IF BUS VOLTS IS STILL LESS THAN 24.5

6. GENERATOR Switch

TRIP

7. STBY ALT PWR Switch

OFF

8. Electrical Load

REDUCE

a. AVIONICS STBY PWR Switch

OFF

b. AVIONICS BUS TIE Switch

OFF

c. CABIN Lights

OFF

d. BCN Lights

OFF

e. LDG and TAXI/RECOG Lights

OFF

NOTE

Keep LDG and TAXI/RECOG lights OFF until required for

approach and landing. Prior to landing, turn both LEFT and

RIGHT LDG light switches to ON.

(Continued Next Page)

FAA APPROVED

3-34

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

RED VOLTAGE LOW ANNUNCIATOR COMES ON

(Continued)

8. Electrical Load

REDUCE (Continued)

VENT AIR FANS

OFF

AIR CONDITIONING (if installed)

OFF

TEMP Control Knob

ADJUST

CAUTION

When BUS VOLTS drops below 23.0 the bleed air valve

will fail to the open position. Rotate the TEMP control

knob counterclockwise as necessary to control cabin

temperature.

GEN CONT and

GEN FIELD Circuit Breakers

OPEN (pull out)

(top row, last two breakers on forward end)

RIGHT PITOT HEAT Circuit Breaker

OPEN (pull out)

(second row, third breaker from aft end)

k. RDNG LIGHT Circuit Breaker

OPEN (pull out)

(third row, second breaker from aft end)

RADAR R/T Circuit Breaker

OPEN (pull out)

(AVN BUS 1, second row, sixth breaker from left side)

m. AVIONICS No. 2 Switch

OFF

NOTE

With AVIONICS No. 2 switch in the OFF position, the

dynamic redline will become fixed at 2397 FT-LB regardless

of temperature or altitude changes. The cruise torque bug

will become inoperative and will not be shown on the EIS

torque indicator.

9. BAT AMPS

CHECK

(verify below 45 amps)

10. Land as soon as possible.

(refer to FORCED LANDINGS

procedures)

FAA APPROVED

208BPHCUS-00

U.S.

3-35

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AUTOPILOT OR ELECTRIC TRIM FAILURE

RED PTRM MESSAGE COMES ON

1. Control Wheel

GRASP FIRMLY

(regain control of airplane)

2. AP/TRIM DISC Button

PRESS

(high elevator control forces possible)

3. ELEVATOR TRIM

ADJUST MANUALLY

(as necessary)

NOTE

Actuate each half of the pilot and copilot manual electric

pitch trim switches separately to make sure trim does not

actuate with only one half switch.

IF RED PTRM MESSAGE REMAINS ON

4. Autopilot

DO NOT RE-ENGAGE

5. A/P CONT Circuit Breaker

OPEN (pull out)

(AVN BUS 1, second row, third breaker from left side)

WARNING

Following an autopilot, autotrim or manual electric

trim system malfunction, do not engage the

autopilot until the cause of the malfunction has

been corrected.

IF RED PTRM MESSAGE GOES OFF

4. Continue flight as planned without the use of the autopilot.

WARNING

Following an autopilot, autotrim or manual electric

trim system malfunction, do not engage the

autopilot until the cause of the malfunction has

been corrected.

FAA APPROVED

3-36

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

AUTOPILOT OR ELECTRIC TRIM FAILURE (Continued)

RED AFCS OR YAW MESSAGE COMES ON

1. A/P CONT Circuit Breaker

CLOSE (push in)

(AVN BUS 1, second row, third breaker from left side)

IF RED AFCS OR YAW MESSAGE REMAINS ON

2. Continue flight as planned without the use of the autopilot.

WARNING

Following an autopilot, autotrim or manual electric

trim system malfunction, do not engage the

autopilot until the cause of the malfunction has

been corrected.

FAA APPROVED

208BPHCUS-00

U.S.

3-37

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AMPLIFIED EMERGENCY PROCEDURES

ENGINE FAILURE

If an engine failure occurs during the takeoff roll, the most important

thing to do is stop the airplane on the remaining runway. Those extra

items on the checklist will provide added safety after a failure of this

type.

Prompt lowering of the nose to maintain airspeed and establish a glide

attitude is the first response to an engine failure after takeoff.

Feathering the propeller substantially reduces drag, thereby providing

increased glide distance. In most cases, the landing should be planned

straight ahead with only small changes in direction to avoid

obstructions. Altitude and airspeed are seldom sufficient to execute a

180° gliding turn necessary to return to the runway. The checklist

procedures assume that adequate time exists to secure the fuel and

electrical systems prior to touchdown.

After an engine failure in flight, the best glide speed, as shown in Figure

3-1, should be established as quickly as possible. Propeller feathering

is dependent on existing circumstances and is at the discretion of the

pilot. On the other hand, to obtain the maximum glide, the propeller

must be feathered.

While gliding toward a suitable landing area, an effort should be made

to identify the cause of the power loss. An engine failure might be

identified by abnormal temperatures, mechanical noises or high

vibration levels in conjunction with the power loss. An engine failure will

be noticed by a drop in ITT, N_g and torque limits.

CAUTION

Do not attempt to restart an engine that is definitely

known to have failed.

(Continued Next Page)

FAA APPROVED

3-38

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ENGINE FAILURE (Continued)

A flameout can result from the engine running out of fuel, or by unstable

engine operation. Unstable engine operation such as a compressor

surge, possible due to a bleed valve malfunction, can be identifiable by

an audible popping noise just before flameout. Once the fuel supply

has been restored to the engine or cause of unstable engine operation

eliminated, the engine can be restarted.

The best airstart technique is to initiate the restart procedure

immediately after a engine failure occurs, provided the pilot is certain

that the engine failure was not the result of some malfunction that might

make it hazardous to attempt a restart.

Regardless of airspeed or altitude, there is always the possibility that

the engine can restart successfully just as soon as the IGNITION is

switched ON. In an emergency, turn the IGNITION switch ON just as

soon as possible after engine failure, provided the N_g speed has not

dropped below 50%. Under these circumstances, it is not necessary to

shut off the fuel or feather the propeller. The POWER lever, however,

should be set to the IDLE position.

CAUTION

The pilot should determine the reason for power loss

before attempting an airstart.

If a engine failure has occurred and the Ng speed has dropped below

50%, the FUEL CONDITION lever should be moved to the CUTOFF

position before an airstart is attempted.

Propeller feathering is dependent on circumstances and is at the

discretion of the pilot. However, if engine OIL PSI drops below 15 PSI,

the propeller should be feathered.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

3-39

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ENGINE FAILURE (Continued)

If an airstart is to be attempted, follow the AIRSTART checklist

procedures. Successful airstarts with starter assist can be achieved at

all airspeeds normally flown and up to an altitude of 14,000 feet.

However, above 14,000 feet, or with the Ng speed below 10%, starting

temperatures tend to be higher and caution is required.

CAUTION

• The FUEL CONDITION lever can be moved

momentarily to CUTOFF and then back to LOW

IDLE if

overtemperature

tendencies

are

encountered. This reduces the flow of fuel to the

combustion chamber.

• If a rise in N_g and ITT are not indicated within 10

seconds, place FUEL CONDITION lever to CUTOFF

and abort start. Refer to ENGINE FAILURE DURING

FLIGHT and EMERGENCY LANDING WITHOUT

ENGINE POWER.

If the engine starter is inoperative, refer to EMERGENCY LANDING

WITHOUT ENGINE POWER.

FAA APPROVED

3-40

U.S.

208BPHCUS-00

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FORCED LANDINGS

If all attempts to restart the engine fail and a forced landing is imminent,

select a suitable field and prepare for off-airport landing. Refer to

EMERGENCY LANDING WITHOUT ENGINE POWER checklist

procedures.

Before attempting an off-airport landing with engine power available,

one should fly over the landing area at a safe but low altitude to inspect

the terrain for obstructions and surface conditions. Refer to

PRECAUTIONARY LANDING WITH ENGINE POWER checklist

procedures.

The overhead FUEL TANK SELECTORS control shutoff valves at the

wing fuel tank outlets. To minimize the possibility of a fire, these FUEL

TANK SELECTORS can be set to the OFF position during the final

phase of an approach to an off-airport landing. With the FUEL TANK

SELECTORS turned OFF, there is adequate fuel in the fuel reservoir

for

3 minutes of maximum continuous power operation or

approximately 9 minutes idle power operation. A aural warning horn will

sound with both FUEL TANK SELECTORS turned OFF. If the noise of

the warning horn is too distracting, it can be silenced by opening the

START CONT circuit breaker by pulling out on the collar.

WARNING

If the precautionary landing is aborted, turn the

FUEL TANK SELECTORS to the ON position after

initiating the balked landing.

DITCHING

Prepare for ditching by securing or jettisoning heavy objects located in

the baggage area and collect folded coats for protection of occupants’

faces at touchdown. Transmit Mayday message on 121.5 MHz giving

location, intentions and squawk 7700. Avoid a landing flare because of

difficulty in judging height over a water surface.

FAA APPROVED

3-42

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

LANDING WITHOUT ELEVATOR CONTROL

Using POWER lever and ELEVATOR TRIM control, trim for

approximately 500 FPM descent with WING FLAPS set to TO/APR and

airspeed at 85 KIAS. Then control the glide angle by adjusting the

POWER lever. If required, make small trim changes to maintain

approximately 85 KIAS as power is adjusted during the approach.

The landing flare can be accomplished by a gentle power reduction

accompanied by nose up trim. At forward C.G. loadings, it may be

necessary to make a small power increase in the final flare stage to

bring the nose up and prevent touchdown on the nosewheel first. After

touchdown, set the POWER lever to IDLE.

SMOKE AND FIRE

In the event a fire is encountered, the following information will be

helpful in dealing with the emergency as quickly and safely as possible.

The Preflight Checklist, located in Section 4 of this POH, is provided to

aid the pilot in detecting conditions which could contribute to an

airplane fire. As a fire requires a combustible material, oxygen and a

source of ignition, close preflight inspection should be given to the

engine compartment and the underside of the wing and fuselage.

Leaks in the fuel or oil systems can lead to a ground or in-flight fire.

WARNING

Flight should not be attempted with known fuel or

oil leaks. The presence of fuel or unusual oil stains

can be an indication of system leaks and should be

corrected prior to flight.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

3-43

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

SMOKE AND FIRE (Continued)

Probable causes of an engine fire are a malfunction of the fuel control

unit and improper starting procedures. Improper procedures such as

starting with the EMERGENCY POWER lever out of NORMAL position

or introducing fuel into the engine when N_g is below 10% RPM will

cause a hot start, which can result in an engine fire. In the event that

this occurs, refer to ENGINE FIRE DURING START ON GROUND

checklist.

If an airplane fire is discovered on the ground or during takeoff, but prior

to committed flight, the airplane should be stopped and evacuated as

soon as practical.

Engine fires originating in flight must be controlled as quickly as

possible in an attempt to prevent major structural damage. Immediately

pull out on the FUEL/OIL SHUTOFF control knob and shut down the

engine. Close the CABIN HEAT FIREWALL SHUTOFF control and

forward side air vents to avoid drawing fire into the cabin, open the

overhead air vents, set WING FLAPS to LAND and reduce airspeed to

80-85 KIAS. This provides a positive cabin pressure in relation to the

engine compartment. An engine restart should not be attempted.

An open cockpit side window produces a low pressure in the cabin. To

avoid drawing the fire into the cabin, the cockpit side window should be

kept closed.

A fire or smoke in the cabin should be controlled by identifying and

shutting down the faulty system. Smoke can be removed by opening

the cabin ventilation controls. When the smoke is intense, the pilot can

choose to expel the smoke through the cockpit side window. The

cockpit side window should be closed immediately if the fire becomes

more intense when the vent window is opened.

The initial indication of an electrical fire is usually the odor of burning

insulation. In the event that this occurs, refer to ELECTRICAL FIRE IN

FLIGHT checklist.

FAA APPROVED

3-44

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

EMERGENCY OPERATION IN CLOUDS

If the vacuum pump fails in flight, the standby attitude indicator will not

be accurate. The pilot must then rely on the attitude and heading

information (from the AHRS) shown on the PFD indicators. With valid

HDG or GPS/NAV inputs, autopilot operation will not be affected.

If a single AHRS unit fails in flight (red X’s shown through the PFD

attitude and heading indicators), the pilot must rely on the cross-side

AHRS for attitude and heading information.

The autopilot will not operate if a single AHRS unit fails. The pilot must

manually fly the airplane with cross-side AHRS input. Refer to Section

7, Airplane and Systems Description, for additional details on autopilot

operations.

The following instructions assume a dual AHRS failure and that the

pilot is not very proficient at instrument flying and is flying the airplane

without the autopilot engaged.

FAA APPROVED

208BPHCUS-00

U.S.

3-45

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY OPERATION IN CLOUDS (Continued)

EXECUTING A 180° TURN IN CLOUDS (DUAL AHRS

FAILURE)

Upon inadvertently entering the clouds, an immediate turn to reverse

course and return to VFR conditions should be made as follows:

DUAL AHRS FAILURE

1. Note the non-stabilized magnetic compass heading.

2. Set rudder trim to the neutral position.

3. Using the standby attitude indicator, initiate a 15° bank left turn.

Keep feet off rudder pedals. Maintain altitude and 15° bank

angle. Continue the turn for 60 seconds, then roll back to level

flight.

4. When the compass card becomes sufficiently stable, check the

accuracy of the turn by verifying that the compass heading

approximates the reciprocal of the original heading.

5. If necessary, adjust the heading by keeping the wings level and

using the rudder to make skidding turns (the compass will read

more accurately) to complete the course reversal.

6. Maintain altitude and airspeed by cautious application of

elevator control. Keep the roll pointer and index aligned and

steer only with rudder.

FAA APPROVED

3-46

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

EMERGENCY OPERATION IN CLOUDS (Continued)

EMERGENCY DESCENT THROUGH CLOUDS

(DUAL

AHRS FAILURE)

When returning to VFR flight after a 180° turn is not practical, a descent

through the clouds to VFR conditions below can be appropriate. If

possible, obtain an ATC clearance for an emergency descent through

the clouds.

DUAL AHRS FAILURE

Choose an easterly or westerly heading to minimize non-stabilized

magnetic compass card sensitivity. Occasionally check the compass

heading and make minor corrections to hold an approximate course.

The autopilot will not operate if the AHRS unit fails. The pilot must

manually fly the airplane without AHRS input.

Before descending into the clouds, prepare for a stabilized descent as

follows:

1. Set rudder trim to neutral position.

2. Turn PITOT HEAT switch to the ON position.

3. Set power for a 500 to 800 feet per minute rate of descent.

4. Set the elevator trim for a stabilized descent at 115 KIAS.

5. Use the standby attitude indicator roll pointer and index to keep

wings level.

6. Check trend of compass card movement and make cautious

corrections with rudder to stop the turn.

7. Upon breaking out of clouds, resume normal cruising flight.

FAA APPROVED

208BPHCUS-00

U.S.

3-47

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY OPERATION IN CLOUDS (Continued)

RECOVERY FROM SPIRAL DIVE IN THE CLOUDS (DUAL

AHRS FAILURE)

DUAL AHRS FAILURE

If a spiral is entered while in the clouds, continue as follows:

1. Retard POWER lever to idle position.

2. Remove feet from rudder pedals.

3. Stop turn by carefully leveling the wings using aileron control to

align the roll index and roll pointer of the standby attitude

indicator.

4. Cautiously apply elevator back pressure to slowly reduce the

airspeed to 115 KIAS.

5. Adjust the elevator trim control to maintain an 115 KIAS glide.

6. Set rudder trim to neutral position.

7. Use aileron control to maintain wings level (keep roll pointer and

index aligned) and constant heading.

8. Resume EMERGENCY DESCENT THROUGH THE CLOUDS

procedure.

9. Upon breaking out of clouds, resume normal cruising flight.

FAA APPROVED

3-48

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

SPINS

Intentional spins are prohibited in this airplane. Should an inadvertent

spin occur, the following recovery technique can be used.

1. RETARD POWER LEVER TO IDLE POSITION.

2. PLACE AILERONS IN NEUTRAL POSITION.

3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE

DIRECTION OF ROTATION.

4. IMMEDIATELY AFTER THE RUDDER REACHES THE STOP,

MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR

ENOUGH TO BREAK THE STALL. Full down elevator will be

required at aft center of gravity loadings to assure optimum

recoveries.

5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.

Premature relaxation of the control inputs may extend the

recovery.

6. AS ROTATION STOPS, NEUTRALIZE RUDDER AND MAKE A

SMOOTH RECOVERY FROM THE RESULTING DIVE.

NOTE

If the rate of the spin makes determining the direction of

rotation difficult, the magenta turn rate indicator at the top of

the HSI compass card will show the rate and direction of

the turn. The HSI compass card will rotate in the opposite

direction. Hold opposite rudder to the turn vector direction.

FAA APPROVED

208BPHCUS-00

U.S.

3-49

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ENGINE MALFUNCTIONS

LOSS OF OIL PRESSURE

The complete loss of oil pressure, as evidenced by the red OIL PRESS

LOW annunciator and confirmed by the OIL PSI indicator reading,

implies that the pilot will eventually lose control of the propeller as the

propeller springs and counterweights drive the propeller blades into

feather and eventual engine stoppage. Therefore, if the pilot decides to

continue to operate the engine after loss of oil pressure, engine and

propeller operation should be closely monitored for indication of the

onset of propeller feathering or engine seizure. The ENGINE FAILURE

DURING FLIGHT checklist should be completed at that time.

Operation of the engine at a reduced power setting, preferably at the

minimum power required for the desired flight regime, will generally

prolong the time to loss of engine/propeller thrust.

Operation of the engine with the OIL PSI indicator in the yellow band

range is not considered critical, but is a cause for concern and should

be allowed only for the completion of the flight. Continued monitoring of

the OIL PSI indicator will provide an early indication of dropping oil

pressure due to insufficient oil supply or a malfunctioning oil pump, and

will give the pilot additional time to divert to a suitable emergency

landing area with the engine operating.

FAA APPROVED

3-50

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ENGINE MALFUNCTIONS (Continued)

UNCOMMANDED ENGINE POWER REDUCTION TO IDLE

A malfunction in the pneumatic or governor sections of the fuel control

unit can cause engine power to decrease to minimum flow idle.

Symptoms of this type failure would be an ITT indication in the typical

idle range of 500°C to 600°C, N

g of 48% or above (increases with

altitude), and no engine response to POWER lever movement. If this

type of malfunction has occurred, the EMERGENCY POWER lever

(fuel control manual override) can be used to restore engine power. To

use the manual override system, set the POWER lever to IDLE position

and move the EMERGENCY POWER lever forward of IDLE

and

advance as required.

CAUTION

When using the fuel control manual override system,

engine response can be more rapid than when using

the POWER lever. Utilize slow and smooth movement

of the EMERGENCY POWER lever to avoid engine

surges, and/or exceeding ITT, N_g, and torque limits.

NOTE

• When using EMERGENCY POWER lever, monitor N_g%

RPM when reducing power near idle, to keep it from

decreasing below 65% in flight.

• The EMERGENCY POWER lever can have a dead

band, such that no engine response is observed during

the initial forward travel from the IDLE position.

EMERGENCY POWER LEVER NOT STOWED

The red EMERG PWR LVR annunciator was designed to alert the pilot

of the EMERGENCY POWER Lever position prior to and during the

engine start sequence. If the EMERGENCY POWER Lever is moved

from the NORMAL position at any time with the engine running, an

amber annunciator will be shown.

FAA APPROVED

208BPHCUS-00

U.S.

3-51

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FUEL SYSTEM MALFUNCTION

INADVERTENT FUEL FLOW INTERRUPTION

Fuel flows by gravity from the wing fuel tanks, through two fuel tank

shutoff valves at the inboard end of each wing tank, and on to the fuel

reservoir which is located under the center cabin floorboard. After

engine start, the main ejector pump, located in the reservoir, provides

fuel to the engine-driven fuel pump at approximately 10 PSI.

If the main ejector pump should malfunction, a pressure switch will

activate the amber FUEL PRESS LOW annunciator as well as turn on

the auxiliary boost pump, anytime the FUEL BOOST Switch is in the

NORM position and fuel pressure drops below approximately 2.5 PSI.

Anytime the level of fuel in the fuel reservoir drops to approximately one

half full, the red RSVR FUEL LOW annunciator will come on. If this

occurs, the pilot should immediately verify that both FUEL TANK

SELECTORS, located in the overhead panel, are in the ON position

and set the IGNITION and FUEL BOOST Switches to the ON position.

WARNING

There is only enough fuel in the reservoir for

approximately 1.5 minutes of engine operation at

maximum continuous power after the red RSVR

FUEL LOW annunciator comes on.

If the FUEL TANK SELECTORS have been left in the OFF position,

turning both valves ON will quickly fill the fuel reservoir and the red

RSVR FUEL LOW annunciator will go off. Once the cause of the RSVR

FUEL LOW condition has been determined and corrected (annunciator

will go off), the IGNITION and FUEL BOOST Switches can be returned

to their NORM positions.

(Continued Next Page)

FAA APPROVED

3-52

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

FUEL SYSTEM MALFUNCTION

INADVERTENT FUEL FLOW INTERRUPTION (Continued)

The fuel selector off warning system notifies the pilot if both FUEL

TANK SELECTORS are in the OFF position before engine start, if

either FUEL TANK SELECTOR is OFF during engine start, or if one

FUEL TANK SELECTOR is OFF and the fuel level in the tank being

used drops below approximately 25 gallons. The warning system

includes a red FUEL SELECT OFF annunciator and two aural warning

horns. If the FUEL SEL WARN circuit breaker has opened or the

START CONT circuit breaker has been opened or pulled (possibly for

ground maintenance), the red FUEL SELECT OFF annunciator will

come on even with both FUEL TANK SELECTORS in the ON position.

This annunciation serves as a warning to the pilot that the fuel selector

off warning system has been deactivated. Refer to Section 7, Airplane

and System Descriptions, Fuel Systems, for more information on the

fuel selector off warning system.

FAA APPROVED

208BPHCUS-00

U.S.

3-53

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS

GENERATOR OR MAIN BUS MALFUNCTIONS

Illumination of the red VOLTAGE LOW annunciator is a warning that

the power distribution bus voltage is low enough to start discharging the

battery. Monitor the BUS VOLTS reading to verify the low bus voltage

condition. A low or

0 (zero) reading of the GEN AMPS indicator

confirms that the charge is insufficient or generator output current is 0

(zero). If the amber GENERATOR OFF annunciator comes on, it

indicates that the generator contactor has disconnected the generator

from the power distribution bus. The most likely causes of a generator

trip (disconnection) are line surges, open circuit breakers or accidental

switch operation. In these cases, follow the AMBER GENERATOR

OFF ANNUNCIATOR COMES ON checklist procedures to restore

generator operation.

The airplane is equipped with two starter contactors. One is used for

starts using external power and the other for battery starts. If either

contactor does not open after reaching approximately 46% N_g, the

amber STARTER ON annunciator will remain on. In most cases when

this occurs, the generator will not transfer over to the generator mode,

and the amber GENERATOR OFF annunciator will remain on. Under

these conditions, it will be necessary to shutdown the engine using the

Normal Checklist procedures and correct the malfunction prior to next

flight.

(Continued Next Page)

FAA APPROVED

3-54

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

GENERATOR OR MAIN BUS MALFUNCTIONS (Continued)

Illumination of the amber GENERATOR AMPS annunciator indicates 1

of 2 conditions:

1. The current load on the generator is above its rated value for

that flight condition. The pilot should reduce the electrical load,

or change flight conditions.

2. The reverse current protection of the ACU has failed. If the GEN

AMPS indicator is below -10 amps, the pilot should disconnect

the generator from the electrical system by setting the

GENERATOR switch to the TRIP position.

The electrical power distribution system consists of a primary power

distribution bus in the engine compartment which receives power from

the battery and the generator, and two (No. 1 and No. 2) main power

buses located in the circuit breaker panel. The main buses are each

connected to the power distribution bus by three feeder cables. Each

feeder cable is protected by a fuse link and a circuit breaker. This

multiple feeder system provides automatic isolation of a feeder cable

ground fault. If one of the three 30-amp feeder circuit breakers on either

bus opens, it should be assumed that a feeder cable ground fault has

been isolated, and attempted resetting of these breakers prior to

troubleshooting is not recommended. The electrical load on the

affected bus should be maintained below the remaining 60-ampere

capacity.

FAA APPROVED

208BPHCUS-00

U.S.

3-55

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

LOSS OF ELECTRICAL POWER

The design of the electrical power system, due to the self-exciting

feature of the generator and the multiple protected busing system,

minimizes the possibility of a complete electrical power loss. However,

a fault to ground on the generator or one of the battery cables can be

identified by one or more of the following: the amber GENERATOR

OFF annunciator coming on, sudden dimming of lights, contactor

chattering, open circuit breaker(s), or arching noises. Monitoring the

GEN AMPS, ALT AMPS, BAT AMPS, and BUS VOLTS indicators on

the ELECTRICAL section of the EIS Systems page will provide further

information concerning the location of the fault, or the system affected

by the fault. In the event of the above indications, the portion of the

system containing the fault should be isolated. Following the checklist

procedures for AMBER GENERATOR OFF ANNUNCIATOR COMES

ON should result in restoration of electrical power to the distribution

buses. The electrical section of the EIS Systems page should be

monitored to make sure that ground fault currents have been shutoff

and the capacity of the remaining power source(s) is not exceeded.

CAUTION

With the loss of electrical power the bleed air valve will

fail to the open position. Rotate the TEMP control knob

counterclockwise to as necessary to control cabin

temperature.

FAA APPROVED

3-56

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

PARTIAL AVIONICS POWER FAILURE

Avionics power is supplied to No. 1 and No. 2 avionics buses from the

power distribution bus in the engine compartment through separate

protected feeder cables. In the event of a single feeder cable failure,

both avionics buses can be connected to the remaining feeder by

setting the AVIONICS BUS TIE switch to the ON position. If a ground

fault has occurred on one feeder, it will be necessary to verify the

AVIONICS No.1 or No. 2 switch, associated with the faulted feeder, is in

the OFF position before the AVIONICS BUS TIE switch will restore

power to both avionics buses. The maximum avionics load with one

feeder should be limited to 30 amperes, the maximum crosstie load is

limited to

20 amps. All nonessential avionics equipment should be

turned off.

FAA APPROVED

208BPHCUS-00

U.S.

3-57

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

STANDBY ELECTRICAL SYSTEM MALFUNCTIONS

An operational check of the standby electrical system is performed by

following the Normal Procedures, Before Takeoff Checklist. With the

generator supplying the electrical load and the STBY ALT PWR switch

ON, neither the white STBY PWR ON or amber STBY PWR INOP

annunciators should be shown and the ALT AMPS indicator should

show 0 amps.

If the amber STBY PWR INOP annunciator is shown, it indicates that

the standby alternator has no output. If a line voltage surge or

temporary condition has tripped the Alternator Control Unit

(ACU)

offline, then cycling the STBY ALT PWR switch to OFF, then back ON,

will reset the ACU and restore standby alternator power.

If the standby electrical system is carrying more than 10 amps of the

electrical load, the white STBY PWR ON annunciator will be shown and

the ALT AMPS indicator will indicate the amount of current being

supplied by the standby electrical system.

To attempt to restore main power, refer to AMBER GENERATOR OFF

ANNUNCIATOR COMES ON procedure. If this attempt is successful,

the standby electrical system will revert to its normal no-load condition

and the amber STBY PWR ON annunciator will not be shown. If main

electrical power cannot be restored, reduce nonessential loads as

necessary to remain within the

75-amp capability of the standby

electrical system. Loads in excess of this capability will be indicated by

an amber ALTNR AMPS annunciation.

If the reverse current protection of the ACU fails, an amber ALTNR

AMPS annunciator will come on when reverse current is less than -8

amps. The pilot should disconnect the standby alternator by positioning

the STBY ALT PWR switch to OFF.

FAA APPROVED

3-58

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

EMERGENCY PROCEDURES

GARMIN G1000

EMERGENCY EXITS

Use of the crew entry doors, the passenger entry doors, and the cargo

doors for emergency ground egress from the Standard

208B is

illustrated in Figure 3-2, Emergency Exits Diagram. Emergency ground

egress from the 208B Cargomaster is accomplished by exiting the

airplane through the left and right crew entry doors as shown in Figure

3-2.

WARNING

• Do not attempt to exit the 208B Cargomaster

through the cargo doors. Since the inside of the

upper door has no handle, exit from the airplane

through these doors is not possible.

• When exiting the airplane, avoid the propeller

area.

FAA APPROVED

208BPHCUS-00

U.S.

3-59

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ABNORMAL PROCEDURES

TABLE OF CONTENTS

Page

Abnormal Landing

3-65

Landing with a Flat Main Tire

3-65

Landing with a Flat Nose Tire

3-65

Avionics/Autopilot

3-66

Amber AIL OR AIL Indication Comes On

3-66

Amber ELE OR ELE Indication Comes On

3-66

Amber RUD OR RUD Indication Comes On

3-66

Amber ALT MISCOMP Message Comes On

3-67

Amber IAS MISCOMP Message Comes On

3-70

Amber PIT, ROL or HDG MISCOMP Message Comes On

3-71

White TORQUE GAGE Annunciator Come On

3-71

Display Unit Failure

3-72

DR or LOI Indication Comes On HSI Indicator

3-73

Audio Panel Failure

3-74

Loss of Radio Tuning Functions

3-75

Transponder Failure

3-75

Red “X” on PFD Airspeed, Altitude,

and/or Vertical Speed Indicators)

3-76

Attitude Fail and/or Red “X” over Heading Display on PFD

3-77

Loss of Navigation Data (Lateral Deviation Bar

not Present and/or Glideslope Index Clears)

3-78

Inaccurate Overspeed Warning

3-78

Inaccurate Flight Director Display

3-79

Attitude and Heading Reference System (AHRS) Failure

3-80

Amber BOTH ON AHRS1 or AHRS2 Message Comes On

3-80

Amber BOTH ON GPS1 or GPS2 Message Comes On

3-80

Amber USING AHRS1 or AHRS2 Message Comes On

3-80

Air Data System Failure

3-81

Amber BOTH ON ADC1 or ADC2 Message Comes On

3-81

Amber USING ADC1 or ADC2 Message Comes On

3-81

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

3-61

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Avionics Fan Failure

3-82

White MFD FAN FAIL Message Comes On

3-82

White PFD1 FAN FAIL Message Comes On

3-82

White PFD2 FAN FAIL Message Comes On

3-82

Doors

3-82

Amber DOOR UNLATCHED Annunciator Comes On In Flight .

3-82

Lower Half of Passenger Airstair Door Open

3-83

Right or Left Crew Door Opens

3-83

Cargo Pod Door(s) Open

3-83

Electrical Power Supply System Malfunctions

3-84

Amber GENERATOR OFF Annunciator Comes On

3-84

Amber STARTER ON Annunciator Comes On

After Engine Start

3-86

Amber GENERATOR AMPS Annunciator Comes On

3-86

Amber ALTNR AMPS Annunciator Comes On

3-86

Amber STBY PWR INOP Annunciator Comes On

3-87

White STBY PWR ON Annunciator Comes On

With Fuel Condition Lever Set at Low Idle

3-88

Engine

3-89

Amber CHIP DETECT Annunciator Comes On

3-89

White IGNITION ON Annunciator Comes On

3-89

Amber EMERG PWR LVR Annunciator Comes On

During Flight

3-89

Flight Controls

3-90

Asymmetric Flap Extension or

Sudden Flap Retraction on One Side

3-90

Flaps Fail to Extend or Retract

3-91

(Continued Next Page)

FAA APPROVED

3-62

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Fuel

3-92

Amber FUEL BOOST ON Annunciator Comes On

3-92

Amber FUEL PRESS LOW Annunciator Comes On

3-92

Amber L, R, or L-R FUEL LOW Annunciator Comes On

3-92

Ice and Rain Protection

3-93

Amber L, R or L-R P/S HEAT Annunciator Comes On

3-93

Amber STALL HEAT Annunciator Comes On

3-98

Amplified Abnormal Procedures

3-99

Elevator Mistrim

3-99

Altitude Miscompare

3-99

Airspeed Miscompare

3-99

Dual GPS Failure

3-99

Transponder Failure

3-99

ATTITUDE FAIL and/or HDG

3-100

BOTH ON ADC1 or ADC2

3-100

BOTH ON AHRS1 or AHRS2

3-100

USING ADC1 or ADC2

3-100

USING AHRS1 or AHRS2

3-100

Multi-Function Display Fan Failed

3-101

Primary Flight Display 1 Fan Failed

3-101

Primary Flight Display 2 Fan Failed

3-101

Inadvertent Opening of Airplane Doors in Flight

3-102

FAA APPROVED

208BPHCUS-00

U.S.

3-63

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ABNORMAL LANDING

LANDING WITH A FLAT MAIN TIRE

1. Airplane

FLY

(as desired to lighten fuel load)

2. FUEL TANK SELECTORS

RIGHT or LEFT

NOTE

Set fuel tank selector on side with flat tire to lighten fuel

load. Maximum fuel imbalance is 200 pounds.

3. Approach

NORMAL

4. WING FLAPS

LAND

5. Touchdown

INFLATED TIRE FIRST

(hold airplane off flat tire as long as possible with aileron control)

6. Directional Control

MAINTAIN

(using brake on wheel with inflated tire as required)

LANDING WITH A FLAT NOSE TIRE

1. Passengers and Baggage

MOVE AFT (if practical)

(remain within approved C.G. envelope)

2. Approach

NORMAL

3. WING FLAPS

LAND

4. Touchdown

NOSE HIGH

(hold nosewheel off ground as long as possible during roll)

5. Brakes

MINIMUM NECESSARY

FAA APPROVED

208BPHCUS-00

U.S.

3-65

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS/AUTOPILOT

AMBER AIL OR AIL INDICATION COMES ON

1. Control Wheel

GRIP FIRMLY

2. AP/TRIM DISC Button

PRESS

(high aileron control forces possible)

NOTE

The yaw damper does not need to be disconnected for this

procedure. Therefore it is permissible to use the left half of

either manual electric pitch trim switch or one press of the

AP button on the autopilot mode control panel to disconnect

the autopilot.

3. AILERON TRIM

RETRIM

4. Autopilot

ENGAGE (as desired)

AMBER ELE OR ELE INDICATION COMES ON

1. Control Wheel

GRIP FIRMLY

2. AP/TRIM DISC Button

PRESS

(high elevator control forces possible)

NOTE

The yaw damper does not need to be disconnected for this

procedure. Therefore it is permissible to use the left half of

either manual electric pitch trim switch or one press of the

AP button on the autopilot mode control panel to disconnect

the autopilot.

3. Elevator Trim Switch

AS REQUIRED

4. Autopilot

ENGAGE (as desired)

AMBER RUD OR RUD INDICATION COMES ON

1. Rudder Pedals

HOLD FIRMLY

2. AP/TRIM DISC Button

PRESS

(high rudder control forces possible)

3. RUD TRIM

AS REQUIRED

4. Autopilot and Yaw Damper

ENGAGE (as desired)

FAA APPROVED

3-66

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

AMBER ALT MISCOMP MESSAGE COMES ON

NOTE

White TORQUE GAGE annunciator will be shown.

1. Altimeter Settings

CHECK and SET

(verify both pilot and copilot have the correct (baro) altimeter

setting)

2. PITOT/STATIC HEAT Switch

CHECK ON

(if clouds or visible moisture present)

IF AMBER ALT MISCOMP MESSAGE REMAINS ON

3. Pilot and Copilot Altitude

COMPARE

(with standby altimeter)

WARNING

The standby altimeter uses the same static sources

as the pilot’s side air data computer (ADC1). Do not

use standby altimeter as sole source in determining

correct altitude.

IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT

PFD DIFFERS)

4. SENSOR Softkey (pilot PFD)

PRESS

5. ADC2 Softkey

PRESS

6. PFD ADI Displays

CONFIRM

(amber BOTH ON ADC2 shown on both PFDs)

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT

PFD DIFFERS)

4. Autopilot

DISENGAGE (altitude hold mode)

5. ALT STATIC AIR Control Knob

PULL ON

NOTE

The alternate static source is connected to the pilot’s PFD

and standby instruments only. Refer to Section

Performance, Figure 5-1 (Sheet 2), Airspeed Calibration,

Alternate Static Source correction chart and Figure 5-2,

Altimeter Correction, Alternate Static Source correction

chart for airspeed and altimeter corrections.

(Continued Next Page)

FAA APPROVED

208BPHCUS-01

U.S.

3-67

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

AMBER ALT MISCOMP MESSAGE COMES ON (Continued)

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT

PFD STILL DIFFERS)

6. Compare indicated altitude to GPS altitude on MFD AUX-

GPS STATUS page to aid in determining which primary

system is most accurate.

NOTE

•

When comparing indicated altitude to GPS altitude,

deviations from standard temperature or pressure can

cause indicated altitude to deviate from GPS altitude.

These errors are largest at high altitude and can amount

to over

2,500 feet under some conditions. However,

below 10,000 feet with the correct local altimeter setting

set, GPS altitude will usually be within 600 feet or better

of the correct indicated altitude. Use the following

guidelines to help estimate correct altitude for non-

standard conditions:

•

Temperatures WARMER than standard can cause GPS

altitude to read HIGHER than indicated altitude.

•

Pressures LOWER than standard can cause GPS

altitude to read HIGHER than indicated altitude.

IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

Use SENSOR reversion to select most accurate ADC on

both PFDs.

Land as soon as practical.

FAA APPROVED

3-68

U.S.

208BPHCUS-01

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

AMBER ALT MISCOMP MESSAGE COMES ON (Continued)

IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

Land as soon as practical. Consider diversion to visual

conditions.

Maintain altitudes based on LOWEST indicated altitude.

ATC

ADVISE (of inability to verify correct altitude)

10. If unable to descend into visual conditions, plan ILS

approach with course intercept well outside the Final

Approach Fix (FAF).

11. Once glideslope is captured, determine most accurate

altitude source when crossing FAF.

12. Reference ILS Decision Height to most accurate altimeter

based on FAF crossing.

WARNING

TAWS alerts are based on GPS altitude and position

information and are independent of ADC data. If a

TAWS alert is received, it should be considered

valid and appropriate terrain avoidance action

should be taken.

IF AMBER ALT MISCOMP MESSAGE GOES OFF

3. Continue flight as planned.

FAA APPROVED

208BPHCUS-01

U.S.

3-69

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

AMBER IAS MISCOMP MESSAGE COMES ON

1. Pilot and Copilot Airspeed

COMPARE

(with standby airspeed indicator)

2. PITOT/STATIC HEAT Switch

CHECK ON

(if clouds or visible moisture present)

WARNING

The standby airspeed indicator uses the same

pitot-static sources as the pilot’s side air data

computer (ADC1). Do not use standby airspeed

indicator as sole source in determining correct

airspeed.

IF COPILOT PFD AND STANDBY AIRSPEED AGREE (PILOT PFD

DIFFERS)

3. SENSOR Softkey (Pilot PFD)

PRESS

4. ADC2 Softkey

PRESS

5. PFD ADI Displays

CONFIRM

(amber BOTH ON ADC2 shown on both PFDs)

IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT PFD

DIFFERS)

3. Pilot and Copilot Altitude

COMPARE

IF ALTITUDES AGREE

4. Airspeed

120 KIAS MINIMUM (on slowest indicator)

5. Monitor all three airspeed indicators during changes in power

setting or altitude to determine which indicators are inaccurate.

Indications of inaccurate airspeed include:

a. No change in indicated airspeed when power changed and

altitude maintained.

b. Indicated airspeed increases when climbing or decreases

when descending.

6. Use SENSOR reversion to select most accurate ADC on the

affected PFD.

7. Airspeed

RESUME NORMAL SPEEDS

IF ALTITUDES DO NOT AGREE

4. Refer to AMBER ALT MISCOMP MESSAGE COMES ON

procedure to determine most accurate ADC.

FAA APPROVED

3-70

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

AMBER PIT, ROL OR HDG MISCOMP MESSAGE COMES

This message is displayed when the G1000 detects a difference

between the pilot’s and copilot’s attitude or heading information

(displayed in the upper right of the PFD). Refer to Garmin G1000

Cockpit Reference Guide for additional information.

AMBER PIT OR ROL MISCOMP INDICATION

1. Refer to standby attitude indicator to determine which AHRS is

providing the most accurate data.

2. Use SENSOR reversion to select the most accurate AHRS on

the affected PFD.

AMBER HDG MISCOMP INDICATION

1. Refer to magnetic compass to determine which AHRS is

providing the most accurate heading information.

2. Use SENSOR reversion to select the most accurate AHRS on

the affected PFD.

NOTE

Operation of the air conditioner may cause compass

deviation of more than 10 degrees. The air conditioning

system switch must be turned OFF prior to referencing the

magnetic compass heading.

WHITE TORQUE GAGE ANNUNCIATOR COMES ON

Indicates when there is an ALT MISCOMP message, red “X” through

the OAT, Altitude, Airspeed and Vertical Speed indicators on PFD1

or a 5°C temperature difference between OAT’s on PFD1 and PFD2.

1. Power Settings

CHECK

NOTE

With a white TORQUE GAGE annunciation, the dynamic

redline will become fixed at

2397 FT-LB regardless of

temperature or altitude changes. The cruise torque bug will

become inoperative and will not be shown on the EIS

torque indicator. Refer to Section 5, Performance, for the

appropriate power settings.

FAA APPROVED

208BPHCUS-00

U.S.

3-71

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

DISPLAY UNIT FAILURE

This is indicated by a complete loss of image on a display. If only

individual elements of the display are failed, refer to appropriate

procedures for the individual failures.

IF PILOT’S PFD FAILED

1. DISPLAY BACKUP Button

PRESS (if required)

Flight and EICAS information will be displayed on the MFD. EIS

information will not be displayed on copilot’s PFD.

NOTE

The PFD CDI SYNC and BARO SYNC settings must be ON

to allow the copilot’s PFD controls to affect settings on the

MFD. These settings are accessible using the PFD MENU

button.

2. Flight Director

TRANSFER

(Press XFR button to operating PFD)

3. FD/AUTOPILOT Modes

RESELECT and REENGAGE

(as required)

4. Transponder

SWITCH

(to operating transponder)

5. COM and NAV Radios

SWITCH

(to operating COM and NAV radios)

6. PFD Controls

USE OPERATING PFD

(for required data entry (Com, Nav, Baro setting, etc.))

IF MFD FAILED

1. DISPLAY BACKUP Button

PRESS

(EIS information will be displayed only on pilot’s PFD)

IF COPILOT’S PFD FAILED

No action is necessary. Normal operation on pilot’s PFD and MFD

will not be affected by loss of copilot’s PFD.

FAA APPROVED

3-72

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

DR OR LOI INDICATION COMES ON HSI INDICATOR

IF ALTERNATE NAVIGATION SOURCES (ILS, LOC, VOR, DME,

ADF) ARE AVAILABLE

1. Navigation

USE ALTERNATE SOURCES

IF NO ALTERNATE NAVIGATION SOURCES ARE AVAILABLE

Dead Reckoning (DR) Mode active when airplane more than 30 NM

from destination airport.

1. Navigation

USE DR MODE

(use airplane symbol and magenta course line on map display)

WARNING

• All information normally derived from GPS turns

amber. All of this information will become more

inaccurate over time.

• TAWS will be inoperative.

NOTE

• DR mode uses heading, airspeed, and the last known

GPS position to estimate the airplane’s current position.

• All maps with an airplane symbol show a ghosted

airplane and a DR label.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

3-73

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

DR OR LOI INDICATION COMES ON HSI INDICATOR

(Continued)

Loss Of Integrity (LOI) Mode active when airplane is within 30 NM of

destination airport. Distance calculated from the previous GPS or DR

position.

1. Navigation

FLY

Towards known visual conditions or available terminal

navigation sources. Use ATC or other information sources as

possible.

NOTE

• All information derived from GPS or DR is removed from

displays.

• The airplane symbol is removed from all maps. The map

will remain centered at the last known position. NO GPS

POSITION shown in center of map.

• TAWS will be inoperative.

AUDIO PANEL FAILURE

Audio panel failure may be indicated by a GMA FAIL message or the

inability to communicate using the audio panel. This failure may also be

accompanied by the loss of some aural warnings such as Altitude Alert,

Autopilot Disconnect, TAWS, and Traffic alerts.

1. AUDIO 1 Circuit Breaker

OPEN (pull out)

(AVN BUS 1, second row, first breaker from left side)

2. COM Radio

USE COM1 FOR COMMUNICATION

NOTE

In the event of an audio panel failure, a fail-safe circuit

connects the pilot’s headset directly to the COM 1 radio.

The speakers will be inoperative.

FAA APPROVED

3-74

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

LOSS OF RADIO TUNING FUNCTIONS

1. COM Frequency Toggle Button

(affected PFD)

PRESS AND HOLD

(for 2 seconds)

NOTE

This procedure will tune the active COM field to the

emergency frequency 121.5. Certain failures of the tuning

system will automatically tune 121.5 without pilot action.

TRANSPONDER FAILURE

1. TRANSPONDER

SELECT OPPOSITE

a. PFD XPDR Softkey

PRESS

b. XPDR1 or XPDR2 Softkey

PRESS

(to select opposite transponder)

2. XPDR1 or XPDR2 Circuit Breaker (affected side)

OPEN

(pull out)

NOTE

The second transponder is an option on the 208B.

FAA APPROVED

208BPHCUS-00

U.S.

3-75

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

RED X ON PFD AIRSPEED, ALTITUDE, AND/OR

VERTICAL SPEED INDICATORS

This indicates a loss of valid air data system information to the

respective system.

IF BOTH SIDES

1. Airspeed and Attitude

MONITOR

(using standby instruments)

2. Land as soon as practical.

IF ONE SIDE ONLY

1. Affected PFD SENSOR Softkey

PRESS

2. Affected PFD ADC1 or ADC2 Softkey

SELECT

(opposite side ADC)

3. PFD ADI Displays

CONFIRM

(amber BOTH ON ADC1 or ADC2 shown on both PFDs)

FAA APPROVED

3-76

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

ATTITUDE FAIL AND/OR RED X OVER HEADING DISPLAY

ON PFD

IF BOTH SIDES

1. Attitude

MONITOR

(using standby attitude gyro)

NOTE

Turn off air conditioner to reference magnetic compass.

2. Heading

MONITOR

(using magnetic compass)

3. Land as soon as practical.

NOTE

• The autopilot will disconnect and may not be reengaged.

• Reference the GPS track on MFD/PFD map to improve

situational awareness. GPS will continue to display

correct GPS based map, position, and track.

• Air conditioner will affect the magnetic compass.

IF ONE SIDE ONLY

1. Standby Attitude Gyro

MONITOR

2. Affected PFD SENSOR Softkey

PRESS

3. Affected PFD AHRS1 or AHRS2 Softkey

SELECT

(opposite side AHRS)

4. PFD ADI Displays

CONFIRM

(amber BOTH ON AHRS1 or AHRS2 shown on both PFDs)

NOTE

The autopilot will disconnect and may not be reengaged.

FAA APPROVED

208BPHCUS-00

U.S.

3-77

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

LOSS OF NAVIGATION DATA (LATERAL DEVIATION BAR

NOT PRESENT AND/OR GLIDESLOPE INDEX CLEARS)

This indicates a loss of data from the selected NAV source. Refer to

Garmin G1000 Cockpit Reference Guide for additional information.

1. Opposite NAV Source

SELECT

2. PFD HSI Displays

CONFIRM OPPOSITE

(LOC1/LOC2 or VOR1/VOR2 shown on both PFDs)

INACCURATE OVERSPEED WARNING

Indicated by overspeed warning tone sounding when airspeed is below

the limit speed.

1. AIRSPEED

CROSS CHECK

(with opposite PFD)

2. AIRSPEED

REDUCE

(as required)

IF BOTH AIRSPEEDS INDICATE BELOW V_MO AND TONE STILL

SOUNDS

3. AIRSPEED WARN Circuit Breaker

OPEN (pull out)

(fifth row, third breaker from forward end)

4. Land as soon as practical.

IF AIRSPEEDS DO NOT AGREE

3. Refer to IAS MISCOMP procedure.

FAA APPROVED

3-78

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AVIONICS/AUTOPILOT (Continued)

INACCURATE FLIGHT DIRECTOR DISPLAY

Indicated by one or both flight directors commanding attitude contrary

to intended flight path.

1. AP/TRIM DISC Button

PRESS

2. Attitude

CROSS CHECK BOTH PFDs

(with the standby attitude indicator)

3. Flight Director Modes

RESELECT

(as desired)

NOTE

If continued use of the flight director is desired, it is

recommended that only basic modes (i.e., ROL and PIT) be

selected initially. If this proves satisfactory, HDG and ALT

may then be selected. Make sure navigation systems are

set up correctly prior to attempting to engage NAV mode.

4. Autopilot

ENGAGE AS DESIRED

(if flight director commands are appropriate)

FAA APPROVED

208BPHCUS-00

U.S.

3-79

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ATTITUDE AND HEADING REFERENCE SYSTEM

(AHRS) FAILURE

AMBER BOTH ON AHRS1 OR AHRS2 MESSAGE COMES

1. PFD SENSOR Softkey

PRESS

(displaying data from opposite side AHRS)

2. PFD AHRS1 or AHRS2 Softkey

SELECT ON-SIDE AHRS

(AHRS1 for Pilot PFD, AHRS2 for Copilot PFD)

3. PFD Displays

CONFIRM

(amber BOTH ON AHRS1 or AHRS2 message goes off both

PFDs and no red X on PFD 1 or PFD 2 attitude indicator)

AMBER BOTH ON GPS1 OR GPS2 MESSAGE COMES ON

1. GPS Status

CHECK

a. Select MFD

AUX-GPS STATUS PAGE

b. Select GPS1 then GPS2 softkeys and verify sufficient

satellite reception.

AMBER USING AHRS1 OR AHRS2 MESSAGE COMES ON

1. Pilot’s PFD SENSOR Softkey

PRESS

2. PFD AHRS1 Softkey

PRESS

3. PFD Displays

CONFIRM

(amber BOTH ON AHRS1 message shown on both PFDs)

4. Copilot’s PFD SENSOR Softkey

PRESS

5. PFD AHRS2 Softkey

PRESS

6. PFD Displays

CONFIRM

(amber BOTH ON AHRS2 message shown on both PFDs)

7. PFD Displays

CONFIRM

(amber BOTH ON AHRS1 or AHRS2 message goes off on both

PFDs)

FAA APPROVED

3-80

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AIR DATA SYSTEM FAILURE

AMBER BOTH ON ADC1 OR ADC2 MESSAGE COMES ON

1. PFD SENSOR Softkey

PRESS

(displaying data from opposite side ADC)

2. PFD ADC1 or ADC2 Softkey

SELECT ON-SIDE ADC

(ADC1 for Pilot PFD, ADC2 for copilot PFD)

3. PFD Displays

CONFIRM

(amber BOTH ON ADC1 or ADC2 message goes off of both

PFDs and no red X on PFD 1 or PFD 2 airspeed indicator)

AMBER USING ADC1 OR ADC2 MESSAGE COMES ON

1. Pilot’s PFD SENSOR Softkey

PRESS

2. PFD ADC1 Softkey

PRESS

3. PFD Displays

CONFIRM

(amber BOTH ON ADC1 message shown on both PFDs)

4. Copilot’s PFD SENSOR Softkey

PRESS

5. PFD ADC2 Softkey

PRESS

6. PFD Displays

CONFIRM

(amber BOTH ON ADC2 message shown on both PFDs)

7. PFD Displays

CONFIRM

(amber BOTH ON ADC1 or ADC2 message goes off on both PFDs)

FAA APPROVED

208BPHCUS-00

U.S.

3-81

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AVIONICS FAN FAILURE

WHITE MFD FAN FAIL MESSAGE COMES ON

1. DECK SKIN FAN Circuit Breaker

CLOSE (push in)

(fourth row, last breaker on forward end)

WHITE PFD1 FAN FAIL MESSAGE COMES ON

1. DECK SKIN FAN Circuit Breaker

CLOSE (push in)

(fourth row, last breaker on forward end)

WHITE PFD2 FAN FAIL MESSAGE COMES ON

1. DECK SKIN FAN Circuit Breaker

CLOSE (push in)

(fourth row, last breaker on forward end)

DOORS

AMBER DOOR UNLATCHED ANNUNCIATOR COMES ON

IN FLIGHT

1. Airspeed

MAINTAIN LESS THAN 100 KIAS

2. WING FLAPS

LAND

NOTE

Wing downwash with flaps extended will move the doors

near their normally closed position.

3. If available or practical, have a second crew member go aft to

close and latch door.

IF DOOR STILL OPEN AND ANNUNCIATOR REMAINS ON

4. SEAT BELT Light Switch

5. NO SMOKE Light Switch

6. Approach and Landing

NORMAL

IF DOOR CLOSED AND ANNUNCIATOR GOES OFF

4. Continue flight as planned.

FAA APPROVED

3-82

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

DOORS (Continued)

LOWER HALF OF PASSENGER AIRSTAIR DOOR OPEN

1. Airspeed

MAINTAIN LESS THAN 100 KIAS

2. Flight Controls

MANEUVER

(for return for landing)

3. WING FLAPS

LAND

4. Approach

NORMAL

5. Landing

SLIGHTLY TAIL LOW

(avoid nose high flare)

RIGHT OR LEFT CREW DOOR OPENS

1. Airspeed

MAINTAIN LESS THAN 125 KIAS

2. Door

PULL CLOSED and LATCH

CARGO POD DOOR(S) OPEN

1. Airspeed

MAINTAIN LESS THAN 125 KIAS

2. Land

AS SOON AS PRACTICAL

a. Approach

NORMAL

b. Landing

AVOID A NOSE HIGH FLARE

FAA APPROVED

208BPHCUS-00

U.S.

3-83

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS

AMBER GENERATOR OFF ANNUNCIATOR COMES ON

1. BUS VOLTS and GEN AMPS

CHECK and MONITOR

2. STBY ALT PWR Switch

VERIFY ON

IF BUS VOLTS LESS THAN 28.5

3. GEN AMPS

CHECK

IF GEN AMPS IS 0

a. GEN CONT and

GEN FIELD Circuit Breakers

CLOSE (push in)

(top row, first and second breakers from forward end)

b. GENERATOR Switch

RESET

IF GENERATOR OUTPUT RESUMES

c. BUS VOLTS and GEN AMPS

MONITOR

IF GENERATOR TRIPS OFFLINE AGAIN WITH BUS VOLTS

ABOVE 32.5

d. GENERATOR Switch

TRIP

e. AVIONICS BUS TIE Switch

AVIONICS STBY PWR Switch

AVIONICS NO. 1 and NO. 2 Switches

OFF

Electrical Load

REDUCE

(1) CABIN Lights Switch

OFF

(2) POWER OUTLET Switch(es)

OFF

(3) BCN Lights Switch

OFF

(4) LDG and TAXI/ RECOG Light Switches

OFF

NOTE

Keep LDG and TAXI/RECOG lights OFF until required for

approach and landing. Prior to landing, turn both LEFT and

RIGHT LDG light switches to ON.

(Continued Next Page)

FAA APPROVED

3-84

U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

AMBER GENERATOR OFF ANNUNCIATOR COMES ON

(Continued)

h. Electrical Load

REDUCE (Continued)

(5) VENT AIR FANS

OFF

(6) AIR CONDITIONING (if installed)

OFF

(7) GEN CONT and

GEN FIELD Circuit Breakers

OPEN (pull out)

(top row, last two breakers on forward end)

(8) RDNG LIGHT Circuit Breaker

OPEN (pull out)

(third row, second breaker from aft end)

(9) RADAR R/T Circuit Breaker

OPEN (pull out)

(AVN BUS 1, second row, sixth breaker from left side)

(10) HF RCVR and

HF AMP Circuit Breakers

OPEN (pull out)

(AVN BUS 2, second row, fifth and sixth breakers from

left side)

(11) ALT AMPS

VERIFY BELOW 75 AMPS

(continue shedding if not below 75 amps)

Flight

CONTINUE

NOTE

With standby alternator powering the electrical system, the

flight can continue to destination airport with the amber

GENERATOR OFF annunciator shown. Monitor ALT AMPS

load using ENGINE SYSTEM page.

FAA APPROVED

208BPHCUS-00

U.S.

3-85

Cessna 208B Grand Caravan EX. Airplane Flight Manual (2012) - page 2