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

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

AMBER STARTER ON ANNUNCIATOR COMES ON AFTER

ENGINE START

1. BATTERY Switch

OFF

2. External Power Unit

OFF, then DISENGAGE

3. FUEL CONDITION Lever

CUTOFF

4. Engine Shutdown

COMPLETE

AMBER GENERATOR AMPS ANNUNCIATOR COMES ON

1. GEN AMPS

CHECK

IF GEN AMPS INDICATION ABOVE 200

2. Electrical Load

REDUCE

AMBER ALTNR AMPS ANNUNCIATOR COMES ON

1. ALT AMPS

CHECK

IF ALT AMPS INDICATION ABOVE 75

2. Electrical Load

REDUCE

FAA APPROVED

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U.S.

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CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

AMBER STBY PWR INOP ANNUNCIATOR COMES ON

1. STBY ALT PWR Switch

CHECK ON

IF AMBER STBY PWR INOP ANNUNCIATOR REMAINS ON

2. STBY ALT PWR Switch

OFF, THEN ON

NOTE

If amber STBY PWR INOP annunciator remains on, the

alternator system may still be operational. A bus voltage

surge may have temporarily tripped the Alternator Control

Unit (ACU) offline. The ACU can be restored by cycling the

STBY ALT PWR Switch.

IF AMBER STBY PWR INOP ANNUNCIATOR STILL REMAINS

3. STBY ALT PWR Switch

OFF

4. Continue flight using generator power only. Avoid icing

conditions.

IF AMBER STBY PWR INOP ANNUNCIATOR GOES OFF AFTER

CYCLING STANDBY POWER SWITCH

3. Continue flight as planned.

IF AMBER STBY PWR INOP ANNUNCIATOR GOES OFF

2. Continue flight as planned.

FAA APPROVED

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U.S.

3-87

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

WHITE STBY PWR ON ANNUNCIATOR COMES ON WITH

FUEL CONDITION LEVER SET AT LOW IDLE

1. FUEL CONDITION Lever

HIGH IDLE

NOTE

• During ground operations with CONDITION lever at

LOW IDLE, it is possible that a generator underspeed

condition may occur allowing the standby alternator to

automatically assist with the electrical load. In this case

advance the CONDITION lever to HIGH IDLE to

increase engine speed and bring the generator online.

• The Standby Alternator Power may have automatically

turned on due to a failure of another system. Address

any Red or Amber annunciations that are present.

FAA APPROVED

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U.S.

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CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ENGINE

AMBER CHIP DETECT ANNUNCIATOR COMES ON

1. Engine Indicating System

CHECK PARAMETERS

(verify within normal operating range)

IF ENGINE INDICATIONS ARE OUTSIDE NORMAL OPERATING

RANGE

2. Reduce power and monitor engine parameters.

3. Land as soon as possible. (refer to ENGINE FAILURE DURING

FLIGHT and EMERGENCY LANDING WITHOUT ENGINE

POWER)

IF ENGINE INDICATIONS ARE WITHIN NORMAL OPERATING

RANGE

2. Continue flight as planned while monitoring engine parameters.

3. Have system inspected by qualified personnel before next flight.

WHITE IGNITION ON ANNUNCIATOR COMES ON

1. IGNITION Switch

CHECK

IF CONDITIONS DO NOT WARRANT ITS USE

2. IGNITION Switch

NORM

AMBER EMERG PWR LVR ANNUNCIATOR COMES ON

DURING FLIGHT

1. EMERGENCY POWER Lever

CHECK

(verify lever in NORMAL position)

FAA APPROVED

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U.S.

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SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FLIGHT CONTROLS

ASYMMETRIC FLAP EXTENSION OR SUDDEN FLAP

RETRACTION ON ONE SIDE

1. Aileron and Rudder Controls

APPLY (to stop roll)

2. WING FLAPS

3. Airspeed

SLOW to 100 KIAS (or less)

IF BOTH FLAPS RETRACT TO A SYMMETRICAL SETTING

4. Plan a FLAPS UP landing.

5. Increase approved approach speed at 50 feet by 15 KIAS.

6. Increase published landing distance by 40%.

NOTE

Refer to Section 5, Performance, Figure 5-26 or Figure 5-

43, Short Field Landing Distance tables.

IF BOTH FLAPS CANNOT BE RETRACTED TO A SYMMETRICAL

SETTING

4. Land as soon as practical.

5. Maintain a minimum airspeed of 90 KIAS on the approach and

avoid a nose high flare on landing.

FAA APPROVED

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CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

FLIGHT CONTROLS (Continued)

FLAPS FAIL TO EXTEND OR RETRACT

1. FLAP MOTOR Circuit Breaker

CLOSE (push in)

(fifth row, fourth breaker from forward end)

2. STBY FLAP MOTOR Circuit Breaker

CLOSE (push in)

(bottom row, fourth breaker from forward end)

IF FLAPS STILL FAIL TO EXTEND OR RETRACT

3. Right STBY FLAP MOTOR Switch

a. Switch Guard

MOVE

(breaking safety wire)

b. Switch

STBY

4. Left STBY FLAP MOTOR Switch

a. Switch Guard

MOVE

(breaking safety wire)

b. Switch

UP or DOWN

(hold switch UP or DOWN until flaps reach desired position,

release switch before flaps reach full up or full down travel.)

CAUTION

With the standby flap system in use, limit switches

which normally shut off the primary flap motor when

reaching the flap travel limits are electrically inactivated.

Therefore, the pilot must release the standby flap motor

up/down switch before the flaps reach their travel limit

to prevent overloading and damage to the flap system.

5. Right STBY FLAP MOTOR Switch

LEAVE IN STBY

(until maintenance action can be accomplished)

IF FLAPS EXTEND OR RETRACT NORMALLY

3. Continue flight as planned.

FAA APPROVED

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U.S.

3-91

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

FUEL

AMBER FUEL BOOST ON ANNUNCIATOR COMES ON

1. FUEL BOOST Switch

CHECK ON

IF CONDITIONS DO NOT WARRANT ITS USE

2. FUEL BOOST Switch

NORM

AMBER FUEL PRESS LOW ANNUNCIATOR COMES ON

1. FUEL TANK SELECTORS

BOTH ON

2. FUEL BOOST Switch

3. IGNITION Switch

IF AMBER FUEL PRESS LOW AND AMBER FUEL BOOST ON

ANNUNCIATORS REMAIN ON

4. Engine Indicating System

MONITOR

WARNING

Watch for signs of fuel starvation.

5. Land as soon as possible.

IF AMBER FUEL PRESS LOW ANNUNCIATOR GOES OFF

4. FUEL QTY Indicators

CHECK

(maximum fuel imbalance 200 pounds)

WARNING

Carefully monitor fuel quantity and cabin odor for

evidence of a fuel leak.

5. Land as soon as practical and determine cause for motive flow

failure before next flight.

AMBER L, R, OR L-R FUEL LOW ANNUNCIATOR COMES

1. FUEL TANK SELECTORS

BOTH ON

2. FUEL QTY Indicators

CHECK

(maximum fuel imbalance 200 pounds)

FAA APPROVED

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U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ICE AND RAIN PROTECTION

AMBER L, R OR L-R P/S HEAT ANNUNCIATOR COMES

1. LEFT PITOT HEAT and

RIGHT PITOT HEAT Circuit Breakers

CLOSE (push in)

(first and second row, third breaker from forward end)

2. Icing Conditions

EXIT AS SOON AS POSSIBLE

IF ICE BEGINS TO FORM NEAR THE STATIC PORT OF THE LEFT

PITOT/STATIC TUBE (FROM COMPENSATION RING TO AFT END

OF TUBE) OR AMBER IAS MISCOMP AND/OR AMBER ALT

MISCOMP MESSAGES COME ON PILOT'S PFDS

3. Pilot and Copilot Airspeed

COMPARE

(with standby airspeed indicator)

WARNING

The standby airspeed indicator uses the same

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

computer (ADC1). Do not use standby airspeed

indicator as sole source in determining correct

airspeed.

4. Autopilot ALT Mode

PRESS

(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.

IF STANDBY AIRSPEED AND COPILOT PFD AGREE (PILOT

PFD DIFFERS)

6. SENSOR Softkey (Pilot PFD)

PRESS

7. ADC2 Softkey

PRESS

8. PFD ADI Displays

CONFIRM

(amber BOTH ON ADC2 is displayed on both PFDs)

(Continued Next Page)

FAA APPROVED

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SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ICE AND RAIN PROTECTION (Continued)

AMBER L, R OR L-R P/S HEAT ANNUNCIATOR COMES

ON (Continued)

IF ICE BEGINS TO FORM NEAR THE PITOT PORT (FORWARD

END) OF THE PITOT/ STATIC TUBE

IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT

PFD DIFFERS)

3. Pilot and Copilot Altitude

COMPARE

IF ALTITUDES AGREE

a. Airspeed

120 KIAS MINIMUM

(on slowest indicator)

b. Monitor all three airspeed indicators during changes in

power setting or altitude to determine which indicators are

inaccurate. Indications of inaccurate airspeed include:

(1) No change in indicated airspeed when power changed

and altitude maintained.

(2) Indicated airspeed increases when climbing or

decreases when descending.

c. Use SENSOR REVERSION to select most accurate ADC

on the affected PFD.

d. Airspeed

RESUME NORMAL SPEEDS

IF ALTITUDES DO NOT AGREE AND AMBER ALT MISCOMP

MESSAGE COMES ON

a. Altimeter Settings

VERIFY

(both pilot and copilot have the correct altimeter setting)

IF ANNUNCIATION DOES NOT CLEAR

b. 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.

(Continued Next Page)

FAA APPROVED

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U.S.

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CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ICE AND RAIN PROTECTION (Continued)

AMBER L, R OR L-R P/S HEAT ANNUNCIATOR COMES

ON (Continued)

IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT

PFD DIFFERS)

c. SENSOR Softkey (Pilot PFD)

PRESS

d. ADC2 Softkey

PRESS

e. PFD ADI Displays

CONFIRM

(amber BOTH ON ADC2 is displayed on both PFDs)

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT

PFD DIFFERS)

c. Autopilot ALT Mode

PRESS

(disengage altitude hold mode)

d. 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

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U.S.

3-95

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ICE AND RAIN PROTECTION (Continued)

AMBER L, R OR L-R P/S HEAT ANNUNCIATOR COMES

ON (Continued)

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT

PFD STILL DIFFERS)

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

GPS STATUS page to aid in determining which primary

system is most accurate.

• When comparing indicated altitude to GPS altitude,

deviations from standard temperature or pressure

can cause indicated altitude to deviate from GPS

altitude. These errors are largest at high altitude

and can amount to over 2500 feet under some

conditions. However, below 10,000 feet with the

correct local altimeter setting set, GPS altitude will

usually be within 600 feet or better of the correct

indicated altitude. Use the following guidelines to

help estimate correct altitude for nonstandard

conditions:

• Temperatures WARMER than standard can cause

GPS altitude to read HIGHER than indicated

altitude.

• Pressures LOWER than standard can cause GPS

altitude to read HIGHER than indicated altitude.

IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

Use SENSOR reversion to select most accurate ADC on

both PFDs.

g. Land as soon as practical.

(Continued Next Page)

FAA APPROVED

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U.S.

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CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

ICE AND RAIN PROTECTION (Continued)

AMBER L, R OR L-R P/S HEAT ANNUNCIATOR COMES

ON (Continued)

IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

Land as soon as practical. Consider diversion to visual

conditions.

g. Maintain altitudes based on LOWEST indicated altitude.

h. ATC

ADVISE

(of inability to verify correct altitude)

If unable to descend into visual conditions, plan ILS

approach with course intercept well outside the Final

Approach Fix (FAF).

Once glideslope is captured, determine most accurate

altitude source when crossing FAF.

k. 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.

FAA APPROVED

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U.S.

3-97

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ICE AND RAIN PROTECTION (Continued)

AMBER STALL HEAT ANNUNCIATOR COMES ON

IF ICE IS OBSERVED FORMING ON THE STALL WARNING VANE

OR ITS MOUNTING PLATE

1. STALL WARN Circuit Breaker

CLOSE (push in)

(verify circuit breaker is in)

WARNING

With continued ice buildup, expect no stall warning

horn during slow speed operation. The autopilot

will not automatically disconnect during a stall

without the stall warning vane working properly.

2. Airspeed

MONITOR

NOTE

Do not rely on the stall warning system. 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.

3. Icing Conditions

EXIT AS SOON AS POSSIBLE

FAA APPROVED

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U.S.

208BPHCUS-00

CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

AMPLIFIED ABNORMAL PROCEDURES

ELEVATOR MISTRIM

Indicates a mistrim of the elevator while the autopilot is engaged. The

autopilot will normally trim automatically as required. However, during

rapid acceleration, deceleration, or configuration changes, momentary

illumination of this message may occur accompanied by minor

fluctuations in the flight path. If the autopilot is disconnected while this

message is displayed, high elevator control forces are possible.

ALTITUDE MISCOMPARE

This message is displayed when the G1000 detects a difference of 200

feet or greater between the pilot’s and copilot’s altitude information

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

Cockpit Reference Guide for additional information.

AIRSPEED MISCOMPARE

This message is displayed when the G1000 detects a difference of 7

KIAS or greater between the pilot’s and copilot’s airspeed information

(10 KIAS difference during takeoff or landing roll). Refer to Garmin

G1000 Cockpit Reference Guide for additional information.

DUAL GPS FAILURE

When both GPS receivers are inoperative, the G1000 system will enter

one of two modes: Dead Reckoning mode (DR) or Loss Of Integrity

mode (LOI). The mode is indicated on the HSI by an amber DR or LOI.

Which mode is active depends on the distance from the destination

airport in the active flight plan.

TRANSPONDER FAILURE

Transponder failure may be indicated by a red

“X” across the

transponder display or failure of the transponder to accept codes or

mode changes from the PFD.

FAA APPROVED

208BPHCUS-00

U.S.

3-99

SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ATTITUDE FAIL AND/OR HDG

This message indicates a loss of pitch, roll, and/or heading information

from AHRS. Refer to Garmin G1000 Cockpit Reference Guide for

additional information. Interference from GPS repeaters operating

inside nearby hangars can cause an intermittent loss of attitude and

heading displays while the airplane is on the ground. This is usually

accompanied by a BOTH ON GPS1 or GPS2 message. Moving the

airplane more than 100 yards away from the source of the interference

should alleviate the condition.

BOTH ON ADC1 OR ADC2

This message is displayed on both PFDs and indicates that both pilot’s

and copilot’s PFDs are displaying data from the same Air Data

Computer. Normally the pilot’s side displays ADC1 and the copilot’s

side displays ADC 2. Refer to Garmin G1000 Cockpit Reference Guide

for additional information.

BOTH ON AHRS 1 OR AHRS2

This message is displayed on both PFDs and indicates that both pilot’s

and copilot’s PFDs are displaying data from the same Attitude Heading

Reference System. Normally the pilot’s side displays AHRS 1 and the

copilot’s side displays AHRS

2. Refer to Garmin G1000 Cockpit

Reference Guide for additional information.

USING ADC1 OR ADC2

This message is displayed on both PFDs and indicates that both PFDs

are displaying data from the opposite side Air Data Computer. Normally

the pilot’s side displays ADC1 and the copilot’s side displays ADC2.

Refer to Garmin G1000 Cockpit Reference Guide for additional

information.

USING AHRS1 OR AHRS2

This message is displayed on both PFDs and indicates that both PFDs

are displaying data from the opposite side Attitude Heading Reference

System (AHRS). Normally the pilot’s side displays AHRS1 and the

copilot’s side displays AHRS2. Refer to Garmin G1000 Cockpit

Reference Guide for additional information.

FAA APPROVED

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U.S.

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CESSNA

SECTION 3

MODEL 208B 867 SHP

ABNORMAL PROCEDURES

GARMIN G1000

MULTI-FUNCTION DISPLAY FAN FAILED

An overheat condition may arise in the associated display. In this case,

screen brightness will be reduced automatically by

50% to lower

internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 1 FAN FAILED

An overheat condition may arise in the associated display. In this case,

screen brightness will be reduced automatically by

50% to lower

internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 2 FAN FAILED

An overheat condition may arise in the associated display. In this case,

screen brightness will be reduced automatically by

50% to lower

internal temperature. Use reversionary capabilities, if necessary.

FAA APPROVED

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U.S.

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SECTION 3

CESSNA

ABNORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

INADVERTENT OPENING OF AIRPLANE DOORS IN

FLIGHT

If any of the airplane doors should inadvertently open in flight, the

airplane should be slowed to 125 KIAS or less to reduce buffeting of the

doors. If the upper cargo door is open, slow to 100 KIAS or less and

lower flaps to LAND so that wing downwash will move the door towards

its normally closed position. Closing the upper cargo door, or upper half

of the passenger door on the Standard 208B, can be accomplished

after airspeed has been reduced by pulling the door forcefully closed

and latching the door. If the door cannot be closed in flight, a landing

should be made as soon as practical in accordance with the checklist

procedures. On Cargo Versions, an open cargo door cannot be closed

in flight since the inside of the upper door has no handle.

If any cargo pod doors inadvertently open in flight, the airplane should

be slowed to 125 KIAS or less and landed as soon as practical. During

the landing, avoid a nose-high flare to prevent dragging an open rear

cargo pod door on the runway.

FAA APPROVED

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U.S.

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CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

NORMAL PROCEDURES

TABLE OF CONTENTS

Page

Introduction

4-3

Airspeeds for Normal Operation

4-4

Preflight Inspection Warnings

4-5

NORMAL PROCEDURES

4-6

Preflight Inspection

4-6

Cabin

4-7

Left Side

4-9

Left Wing, Leading Edge

4-11

Measured Fuel Depth vs. Fuel Quantity

4-13

Left Wing, Trailing Edge

4-14

Empennage

4-15

Right Wing, Trailing Edge

4-16

Right Wing, Leading Edge

4-16

Nose

4-19

Before Starting Engine

4-22

Starting Engine (With Battery)

4-24

Starting Engine (With External Power)

4-26

Taxiing

4-28

Before Takeoff

4-29

Takeoff

4-33

Normal Takeoff

4-33

Short Field Takeoff

4-33

Type II, Type III or Type IV Anti-ice Fluid Takeoff

4-34

Enroute Climb

4-35

Cruise Climb

4-35

Maximum Performance Climb

4-36

Cruise

4-37

Descent

4-38

Before Landing

4-39

(Continued Next Page)

FAA APPROVED

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SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Landing

4-40

Normal Landing

4-40

Short Field Landing

4-40

Balked Landing

4-40

After Landing

4-41

Shutdown and Securing Airplane

4-42

AMPLIFIED NORMAL PROCEDURES

4-43

Preflight Inspection

4-43

Before Starting Engine

4-46

Starting Engine

4-48

Engine Clearing Procedures (Dry Motoring Run)

4-51

Engine Ignition Procedures

4-52

Engine Inertial Separator Procedures

4-53

Taxiing

4-54

Taxiing Diagram

4-55

Before Takeoff

4-56

Takeoff

4-57

Power Setting

4-57

Wing Flap Settings

4-57

Short Field Takeoff

4-58

Type II, Type III or Type IV Anti-Ice Fluid Takeoff

4-58

Crosswind Takeoff

4-59

Enroute Climb

4-59

Cruise

4-61

Sample Cruise Performance Table

4-62

Stalls

4-64

Landing

4-65

Normal Landing

4-65

Short Field Landing

4-66

Crosswind Landing

4-67

Balked Landing

4-67

After Shutdown

4-67

Cold Weather Operation

4-68

High Altitude Operation

4-69

Engine Compressor Stalls

4-69

Noise Characteristics

4-70

FAA APPROVED

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U.S.

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CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

INTRODUCTION

Section 4 provides procedures and amplified instructions for normal

operations using standard equipment. Normal procedures associated

with optional systems can be found in Section 9, Supplements.

WARNING

There is no substitute for proper and complete

preflight planning habits and their continual review

minimizing

emergencies.

Become

knowledgeable of hazards and conditions which

represent potential dangers, and be aware of the

capabilities and limitations of the airplane.

FAA APPROVED

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U.S.

4-3

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

AIRSPEEDS FOR NORMAL OPERATION

Unless otherwise noted, the following speeds are based on a maximum

takeoff weight of 8807 pounds (3994 kg) and landing weight of 8500

pounds (3855 kg) and may be used for any lesser weight. However, to

achieve the performance specified in Section 5 for takeoff distance,

climb performance, and landing distance, the speed appropriate to the

particular weight must be used.

TAKEOFF

Normal Climb, FLAPS TO/APR

90-100 KIAS

Short Field Takeoff, FLAPS TO/APR, Speed at 50 Feet . . . 86 KIAS

Type II, Type III or Type IV

Anti-ice Fluid Takeoff (FLAPS UP)

83 KIAS

ENROUTE CLIMB, FLAPS UP

Cruise Climb

110-120 KIAS

Best Rate of Climb, Sea Level to 3000 Feet

108 KIAS

Best Rate of Climb, 20,000 Feet

92 KIAS

Best Angle of Climb, Sea Level to 20,000 Feet

86 KIAS

LANDING APPROACH

Normal Approach, FLAPS UP

100-115 KIAS

Normal Approach, FLAPS LAND

75-85 KIAS

Short Field Approach, FLAPS LAND

78 KIAS

BALKED LANDING

Takeoff Power, FLAPS TO/APR

80 KIAS

MAXIMUM RECOMMENDED TURBULENT AIR

PENETRATION 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 DEMONSTRATED CROSSWIND VELOCITY

Takeoff or Landing

20 KNOTS

FAA APPROVED

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CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION WARNINGS

WARNING

•

Visually check airplane for general condition during

walk-around inspection and remove any inlet, exit

or exhaust covers. If cargo pod is installed, check

its installation for security during the walk-around

inspection. Use of a ladder will be necessary to gain

access to the wing for visual checks, refueling

operations, checks of the stall warning and pitot

heat, and to reach outboard fuel tank sump drains.

•

It is the pilot's responsibility to make sure that the

airplane's fuel supply is clean before flight. Any

traces of solid contaminants such as rust, sand,

pebbles, dirt, microbes, and bacterial growth or

liquid contamination resulting from water, improper

fuel type, or additives that are not compatible with

the fuel or fuel system components must be

considered hazardous. Carefully sample fuel from

all fuel drain locations during each preflight

inspection and after every refueling.

•

It is essential in cold weather to remove even the

smallest accumulations of frost, ice, snow, or slush

from the wing, tail, control surfaces, propeller

blades, and engine air inlets. Exercise caution to

avoid distorting the vortex generators on horizontal

stabilizer while deicing. To assure complete

removal of contamination, conduct a visual and

tactile inspection of all critical surfaces. Also, make

sure the control surfaces contain no internal

accumulations of ice or debris. If these

requirements are not performed, airplane

performance will be degraded to a point where a

safe takeoff and climb may not be possible.

•

Prior to any flight in known or forecast icing

conditions, check that PITOT/STATIC tube(s) and

STALL warning heaters are warm to touch after

turning PITOT/STATIC and STALL HEAT switches

ON for 30 seconds, then OFF. Make sure the pitot

covers are removed prior to turning PITOT/STATIC

HEAT ON.

•

If a night flight is planned, check operation of all

lights, and make sure a flashlight is available and

properly stowed.

FAA APPROVED

208BPHCUS-00

U.S.

4-5

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES

PREFLIGHT INSPECTION

NOTE

Visually check airplane for general condition during walk-

around inspection. Airplane should be parked in a normal

ground attitude, refer to Figure 1-1, to make sure that fuel

drain valves allow for accurate sampling. In cold weather,

remove even small accumulations of frost, ice or snow from

wing, tail and control surfaces. Also, make sure that control

surfaces contain no internal accumulations of ice or debris.

Prior to flight, check that pitot heater is warm to touch within

30 seconds with battery and pitot heat switches on. If a

night flight is planned, check operation of all lights, verify all

LED landing/taxi light bulbs are operational and make sure

a flashlight is available.

Figure 4-1

FAA APPROVED

4-6

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

1 CABIN

Pitot/Static Tube Covers

REMOVE

(check for pitot blockage)

Pilot's Operating Handbook

ACCESSIBLE TO PILOT

Garmin G1000 CRG

ACCESSIBLE TO PILOT

Control Locks

REMOVE

(disengage RUDDER LOCK)

Airplane Weight and Balance

CHECKED

PARKING BRAKE

SET

(depress brake pedals and pull handle out)

All Switches

OFF

Circuit Breakers

(push in)

ALT STATIC AIR Control Knob

OFF

(push in)

10. INERTIAL SEPARATOR

NORMAL

(push in)

11.

STBY FLAP MOTOR Switch

GUARDED NORM

12. OXYGEN SUPPLY PRESSURE (if installed)

CHECK

13. Oxygen Masks (if installed)

CHECK AVAILABLE

14. FUEL TANK SELECTORS

BOTH ON

(feel against stop)

15. VENT AIR FANS

OFF

16. AIR CONDITIONING Switch (if installed)

OFF

17. TEMP Control Knob

CLOSED

(rotate FULL counterclockwise)

18. BLEED AIR HEAT Switch

OFF

(down)

19. EMERGENCY POWER Lever

NORMAL

20. TRIM Controls

SET

21. FUEL/OIL SHUTOFF Knob

CHECK

(verify FULL in)

22. CABIN HEAT FIREWALL SHUTOFF Knob

CHECK

(push in)

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-7

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

1 CABIN (Continued)

23. BATTERY Switch

24. Avionics Fans

CHECK

(verify deck skin fans are heard and check airflow from each fan)

25. AVIONICS No. 1 Switch

26. PFD 1

CHECK

(verify PFD 1 comes on)

27. AVIONICS No. 2 Switch

28. PFD 2 and MFD

CHECK

(verify PFD 2 and MFD come on)

29. FUEL QTY

CHECK QUANTITY

30. ENGINE Softkey

SELECT SYSTEM

31. SYSTEM Softkey

RST FUEL

(if desired)

NOTE

Reset fuel totalizer if desired. Select ENGINE Softkey to

return to main page.

32. WING FLAPS Handle

LAND

33. PITOT/STATIC and

STALL HEAT Switches

ON FOR 30 SECONDS;

THEN OFF

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

OFF

35. BATTERY Switch

OFF

FAA APPROVED

4-8

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

2 LEFT SIDE

1. Wing Light

CHECK

(verify condition)

2. Fuel Reservoir Quick Drain Valve (located on

bottom of fuselage or left side of cargo pod)

DRAIN

Drain at least a cupful of fuel (using sampler cup) from each

sump location to check for water, sediment, and proper fuel

grade before each flight and after each refueling. If water is

observed, take further samples until clear. Take repeated

samples from all fuel drain points until all contamination has

been removed. Refer to Section

7, Airplane and System

Description, Fuel System Schematic for drain locations. If

contaminants are still present, refer to WARNING below and do

not fly airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard

or damage to the environment.

WARNING

If,

after repeated sampling, evidence of

contamination still exists, the airplane should not

be flown. Tanks should be drained and system

purged by qualified maintenance personnel. All

evidence of contamination must be removed before

further flight.

3. Main Landing Gear

CHECK

(check condition of gear and brakes)

4. Main Wheel Tire

CHECK

(proper inflation and general condition (weather checks, tread

depth and wear, etc.))

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-9

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

2 LEFT SIDE (Continued)

5. Inboard Fuel Tank Sump and

External Sump Quick-Drain Valves

DRAIN

Drain at least a cupful of fuel (using sampler cup) from each

sump location to check for water, sediment, and proper fuel

grade before each flight and after each refueling. If water is

observed, take further samples until clear. Take repeated

samples from all fuel drain points until all contamination has

been removed. Refer to Section

7, Airplane and System

Description, Fuel System Schematic for drain locations. If

contaminants are still present, refer to WARNING below and do

not fly airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard

or damage to the environment.

WARNING

If,

after repeated sampling, evidence of

contamination still exists, the airplane should not

be flown. Tanks should be drained and system

purged by qualified maintenance personnel. All

evidence of contamination must be removed before

further flight.

FAA APPROVED

4-10

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

3 LEFT WING Leading Edge

WARNING

•

It is essential in cold weather to remove even the

smallest accumulations of frost, ice, snow, or

slush from the wing and control surfaces. To

assure complete removal of contamination,

conduct a visual and tactile inspection up to two

feet behind the protected surfaces at one

location along the wing span as a minimum.

Also, make sure the control surfaces contain no

internal accumulations of ice or debris. If these

requirements are not performed, airplane

performance will be degraded to a point where a

safe takeoff and climb may not be possible.

•

Prior to any flight in known or forecast icing

conditions, check that PITOT/STATIC tube(s) and

STALL warning heaters are warm to touch after

turning PITOT/STATIC and STALL HEAT switches

ON for 30 seconds, then OFF. Make sure the pitot

covers are removed prior to turning PITOT/

STATIC HEAT ON.

1. Wing Tiedown

DISCONNECT

2. Stall Warning Vane

CHECK

(verify freedom of movement and warm to the touch)

NOTE

Make sure elevator control is off the forward stop in order to

check audible warning.

3. Pitot/Static Tube

CHECK

(verify security, openings for stoppage and warmth)

4. Landing and Taxi/Recognition Lights

CHECK

(condition and cleanliness of cover)

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-11

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

3 LEFT WING Leading Edge (Continued)

5. Fuel Quantity

VISUALLY CHECK

Refer to Figure 4-2, Measured Fuel Depth vs. Fuel Quantity

chart in this section.

6. Fuel Filler Cap

SECURE

7. Outboard Fuel Tank

Sump Quick-Drain Valve

DRAIN

Drain at least a cupful of fuel (using sampler cup) from each

sump location to check for water, sediment, and proper fuel

grade before each flight and after each refueling. If water is

observed, take further samples until clear. Take repeated

samples from all fuel drain points until all contamination has

been removed. Refer to Section

7, Airplane and System

Description, Fuel System Schematic for drain locations. If

contaminants are still present, refer to WARNING below and do

not fly airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard

or damage to the environment.

WARNING

If,

after repeated sampling, evidence of

contamination still exists, the airplane should not

be flown. Tanks should be drained and system

purged by qualified maintenance personnel. All

evidence of contamination must be removed before

further flight.

8. Nav and Strobe Lights

CHECK

(verify condition and cleanliness)

FAA APPROVED

4-12

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

MEASURED FUEL DEPTH VS. FUEL QUANTITY

Universal XL

Generic Fuel

Fuel Quantity

Fuel Gage

Gage-Inches

Gage Scale

Gallons

Pounds

Inches

Gallons

Pounds

0.50

87.4

585

0.50

88.4

592

0.75

91.1

610

0.75

92.6

621

1.00

94.7

634

1.00

96.7

648

1.25

98.2

658

1.25

100.8

675

1.50

101.8

682

1.50

104.7

702

1.75

105.2

705

1.75

108.6

727

2.00

108.6

727

2.00

112.4

753

2.25

111.9

750

2.25

116.1

778

2.50

115.1

771

2.50

119.7

802

2.75

118.3

793

2.75

123.2

826

3.00

121.5

814

3.00

126.7

849

3.25

124.5

834

3.25

130.1

871

3.50

127.5

855

3.50

133.4

894

3.75

130.5

874

3.75

136.6

915

4.00

133.4

894

4.00

139.7

936

4.25

136.2

912

4.25

142.8

956

4.50

138.9

931

4.50

145.7

976

4.75

141.6

949

4.75

148.6

996

5.00

144.3

966

5.00

151.4

1015

5.25

146.8

984

5.25

154.1

1033

5.50

149.3

1000

5.50

156.8

1050

5.75

151.8

1017

5.75

159.3

1068

6.00

154.1

1033

6.00

161.8

1084

6.25

156.5

1048

6.33

165.0

1105

6.50

158.7

1063

6.75

160.9

1078

7.00

163.0

1092

7.25

165.0

1106

Figure 4-2

FAA APPROVED

208BPHCUS-00

U.S.

4-13

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

4 LEFT WING Trailing Edge

1. Fuel Tank Vent Opening

CHECK

(verify opening is clear)

2. Aileron and Servo Tab

CHECK

(verify condition and security)

3. Static Wicks (4 total)

CHECK

(verify condition)

4. Spoiler

CHECK

(verify condition and security)

5. Flap Leading Edge Vortex Generators

CHECK

(verify condition and security)

6. Flap

CHECK

(verify condition and security)

FAA APPROVED

4-14

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

5 EMPENNAGE

WARNING

It is essential in cold weather to remove even the

smallest accumulations of frost, ice, snow, or slush

from the tail and control surfaces. Exercise caution

to avoid distorting the vortex generators on

horizontal stabilizer while deicing. To assure

complete removal of contamination, conduct a

visual and tactile inspection of all critical surfaces.

Also, make sure the control surfaces contain no

internal accumulations of ice or debris. If these

requirements are not performed, airplane

performance will be degraded to a point where a

safe takeoff and climb may not be possible.

1. Baggage

CHECK SECURE

(through cargo door)

2. Cargo Door

CLOSED and LATCHED

3. Horizontal Stabilizer Leading Edge

CHECK

Verify condition, security, and verify 18 vortex generators on the

upper side of each horizontal stabilizer.

4. Control Surfaces and Elevator Trim Tabs

CHECK

Verify condition, security, freedom of movement and tab

position.

5. Static Wicks (14 total)

CHECK

Verify condition and security; verify 4 static wicks per elevator

half, 5 on the rudder, and 1 on the stinger.

6. Rudder Gust Lock

UNLOCK

7. Tail Tiedown

DISCONNECT

8. Oxygen Filler Door (if installed)

SECURE

9. Passenger Entry Door (if installed)

CHECK

(closed and latched)

FAA APPROVED

208BPHCUS-00

U.S.

4-15

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

6 RIGHT WING Trailing Edge

1. Flap

CHECK

(verify condition and security)

2. Spoiler

CHECK

(verify condition and security)

3. Flap Leading Edge Vortex Generators

CHECK

(verify condition and security)

4. Aileron and Trim Tab

CHECK

(verify condition and security)

5. Static Wicks (4 total)

CHECK

(verify condition)

6. Fuel Tank Vent

CHECK

(verify opening is clear)

7 RIGHT WING Leading Edge

WARNING

•

It is essential in cold weather to remove even the

smallest accumulations of frost, ice, snow, or

slush from the wing and control surfaces. To

assure complete removal of contamination,

conduct a visual and tactile inspection up to two

feet behind the protected surfaces at one

location along the wing span as a minimum.

Also, make sure the control surfaces contain no

internal accumulations of ice or debris. If these

requirements are not performed, airplane

performance will be degraded to a point where a

safe takeoff and climb may not be possible.

•

Prior to any flight in known or forecast icing

conditions, check that PITOT/STATIC tube(s) and

STALL warning heaters are warm to touch after

turning PITOT/STATIC and STALL HEAT switches

ON for 30 seconds, then OFF. Make sure the pitot

covers are removed prior to turning PITOT/

STATIC HEAT ON.

(Continued Next Page)

FAA APPROVED

4-16

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

7 RIGHT WING Leading Edge (Continued)

1. Nav and Strobe Lights

CHECK

(verify condition and cleanliness)

2. Fuel Quantity

VISUALLY CHECK

Refer to Figure 4-2, Measured Fuel Depth vs. Fuel Quantity

chart in this section.

3. Fuel Filler Cap

SECURE

4. Outboard Fuel Tank Sump Quick-Drain Valve

DRAIN

(if airplane parked with one wing low on a sloping ramp)

Drain at least a cupful of fuel (using sampler cup) from each

sump location to check for water, sediment, and proper fuel

grade before each flight and after each refueling. If water is

observed, take further samples until clear. Take repeated

samples from all fuel drain points until all contamination has

been removed. Refer to Section

7, Airplane and System

Description, Fuel System Schematic for drain locations. If

contaminants are still present, refer to WARNING below and do

not fly airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard

or damage to the environment.

WARNING

If,

after repeated sampling, evidence of

contamination still exists, the airplane should not

be flown. Tanks should be drained and system

purged by qualified maintenance personnel. All

evidence of contamination must be removed before

further flight.

5. Landing and Taxi/ Recognition Lights

CHECK

(condition and cleanliness of cover)

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-17

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

7 RIGHT WING Leading Edge (Continued)

6. Pitot/Static Tube

CHECK

(verify security, openings for stoppage and warmth)

7. Radome (if installed)

CHECK

(verify condition and security)

8. Wing Tiedown

DISCONNECT

9. Inboard Fuel Tank Sump and

External Sump Quick-Drain Valves

DRAIN

Drain at least a cupful of fuel (using sampler cup) from each

sump location to check for water, sediment, and proper fuel

grade before each flight and after each refueling. If water is

observed, take further samples until clear. Take repeated

samples from all fuel drain points until all contamination has

been removed. Refer to Section

7, Airplane and System

Description, Fuel System Schematic for drain locations. If

contaminants are still present, refer to WARNING below and do

not fly airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard

or damage to the environment.

WARNING

If,

after repeated sampling, evidence of

contamination still exists, the airplane should not

be flown. Tanks should be drained and system

purged by qualified maintenance personnel. All

evidence of contamination must be removed before

further flight.

10. Main Landing Gear

CHECK

(check condition of gear and brakes)

11. Main Wheel Tire

CHECK

(proper inflation and general condition (weather checks, tread

depth and wear, etc.))

FAA APPROVED

4-18

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

8 NOSE

WARNING

It is essential in cold weather to remove even the

smallest accumulations of frost, ice, snow, or slush

from the propeller blades and spinner, and the air

inlets

(starter/generator, oil cooler and engine

inlets).

To assure complete removal of

contamination, conduct a visual and tactile

inspection of all critical surfaces. If these

requirements are not performed, airplane

performance will be degraded to a point where a

safe takeoff and climb may not be possible.

1. Right Crew Door

CHECK

(closed and latched)

2. Exhaust Cover (if installed)

REMOVE

3. Cowling

OPEN

(right side of upper cowling for access and check condition and

security)

4. Engine (right side)

CHECK

(verify general condition, security, fuel and oil leakage and

damage to any components)

WARNING

Avoid touching the output connectors or coupling

nuts or ignition excitor with bare hands.

5. Battery

CHECK

(verify condition and power cables security)

6. Fuel Filter Bypass Pop-Up Pin

CHECK

7. Ignitor Box

CHECK

(condition and security)

8. Exhaust System

CHECK

(verify condition, security, cracks, distortion and damage)

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-19

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

8 NOSE (Continued)

Cowling

CLOSE and LATCH

(right side)

10. Propeller Anchor

REMOVE

11.

Air Inlet Covers

REMOVE

12. Air Inlets

CHECK

Check starter/generator blast tube opening and oil cooler inlet

(right) and engine induction air inlet

(left) for condition,

restrictions, and debris.

13. Propeller

CHECK

Inspect blades for nicks, gouges, looseness of material, erosion

and cracks. Also, inspect blades for lightning strike (darkened

area near tips), boots for security, condition and evidence of

grease and oil leaks.

14. Propeller Spinner

CHECK

(verify condition and security)

15. Nosewheel Strut and Tire

CHECK

Check condition, red over-travel indicator block and cable intact

(not fallen into view), and proper inflation of tire.

16. Air Conditioning Louvers (if installed)

CHECK

(clear of obstructions)

17. Cowling

OPEN

(left side of upper cowling for access and check condition and

security)

18. Engine (left side)

CHECK

(verify general condition, security, fuel, no oil leakage, and no

damage to any components)

19. INERTIAL SEPARATOR Bypass Outlet

CHECK CLOSED

(verify duct free of debris)

(Continued Next Page)

FAA APPROVED

4-20

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

8 NOSE (Continued)

20. Engine Oil:

a. Oil Level Sight Glass

CHECK

(verify oil level within green band range)

b. Dipstick/Filler Cap

SECURE

Fill to within 1 1/2 quarts of MAX HOT or MAX COLD (as

appropriate) on dipstick. Markings indicate U.S. quarts

low if oil is hot.

WARNING

Make sure the oil dipstick cap is securely latched

down. Operating the engine with less than the

recommended oil level and with the dipstick cap

unlatched will result in excessive oil loss and

eventual engine stoppage.

21. Electrical Power Box Circuit Breakers and Diodes

CHECK

(verify all circuit breakers, including standby alternators are IN

and diodes are clear)

22. Standby Alternator and Belt

CHECK

(verify condition and security)

23. Air Conditioning (if installed):

a. Compressor

CHECK

(verify condition and security)

b. Drive Belt

CHECK

(verify condition and tension)

c. Hoses

CHECK

Check hoses for evidence of damage or leaks from

compressor to the condenser and evaporators.

d. Condenser Inlet/Outlet

CHECK

(lower left side of cowling)

(check installation, condition and blockage)

24. Brake Fluid Reservoir

CHECK

(fluid level and cap secured)

25. Cowling

CLOSE and LATCH

(left side)

26. Oil Breather Drain Can

DRAIN

(until empty)

27. External Power Receptacle

CHECK

(condition and security)

FAA APPROVED

208BPHCUS-00

U.S.

4-21

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

BEFORE STARTING ENGINE

Preflight Inspection

COMPLETE

(verify weight and balance is checked and tail stand is removed

and stowed)

All Key Locking Cabin Doors

UNLOCKED

(except cargo configured airplanes)

Cargo door can be locked if no passengers occupy cargo area

of airplane.

Passenger Briefing

COMPLETE

Cabin Doors

LATCHED

(check aft doors)

Left Crew Door Lock Override Knob and

Right Crew Door Inside Lock

UNLOCKED

PARKING BRAKE

SET

(depress brake pedals and pull handle out)

Control Lock

REMOVE

Seats, Seat Belts and

Shoulder Harnesses

ADJUST and SECURE

(crew seat lock indicator pin(s) extended)

WARNING

Failure to correctly use seat belts and shoulder

harnesses could result in serious or fatal injury in

the event of an accident.

9. Switches

OFF

10. IGNITION Switch

NORM

11. Circuit Breakers

CHECK IN

12. FUEL TANK SELECTORS

BOTH ON

13. VENT AIR FANS

OFF

14. AIR CONDITIONING Switch (if installed)

OFF

(Continued Next Page)

FAA APPROVED

4-22

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

BEFORE STARTING ENGINE (Continued)

15. TEMP Control Knob

CLOSED

(rotate FULL counterclockwise)

16. BLEED AIR HEAT Switch

OFF

(down)

CAUTION

Leaving the BLEED AIR HEAT Switch ON and the

TEMP control knob fully OPEN can result in a hot start

or abnormal acceleration to idle.

17. CABIN HEAT MIXING AIR Control Knob

FLT-PUSH

18. EMERGENCY POWER Lever

NORMAL

19. POWER Lever

IDLE

20. PROP RPM Lever

MAX

(full forward)

21. FUEL CONDITION Lever

CUTOFF

22. FUEL/OIL SHUTOFF Knob

CHECK

(verify FULL in)

23. BATTERY Switch

24. WING FLAPS Handle

25. SEAT BELT Switches (if installed)

(or as required/desired)

26. NO SMOKE Light Switch (if installed)

(or as required/desired)

27. TEST SWITCH

CHECK

a. FIRE DETECT Switch

PUSH UP

(verify red ENGINE FIRE annunciator is shown)

b. FUEL SELECT OFF Switch

PUSH DN

(verify red FUEL SELECT OFF annunciator is shown)

FAA APPROVED

208BPHCUS-00

U.S.

4-23

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

STARTING ENGINE (With Battery)

1. BATTERY Switch

2. BCN Light Switch

3. AVIONICS No. 1 Switch

4. Engine Indicating System

CHECK PARAMETERS

(verify no red X’s)

5. BUS VOLTS

CHECK

(24 volts minimum)

6. EMERGENCY POWER Lever

NORMAL

(full aft position)

7. Red EMERG PWR LVR Annunciator

CHECK

(verify annunciator is not shown)

CAUTION

Make sure that the EMERGENCY POWER lever is in

the NORMAL (full aft) position or an over-temperature

condition will result during engine start.

8. Propeller Area

CLEAR

(verify that all people and equipment are at a safe distance from

the propeller)

9. FUEL BOOST Switch

a. Amber FUEL BOOST ON Annunciator

CHECK

(verify annunciator is shown)

b. Amber FUEL PRESS LOW Annunciator

CHECK

(verify annunciator is not shown)

c. FFLOW PPH

CHECK

(verify 0 fuel flow PPH indicated)

10. STARTER Switch

START

a. White IGNITION ON Annunciator

CHECK

(verify annunciator is shown)

b. OIL PSI

CHECK

(verify oil pressure indicated)

c. N_g

STABLE

(12% minimum)

(Continued Next Page)

FAA APPROVED

4-24

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

STARTING ENGINE (With Battery) (Continued)

11. FUEL CONDITION Lever

LOW IDLE

a. FFLOW PPH

CHECK

(90 to 140 PPH)

b. ITT

MONITOR

(1090°C maximum, limited to 2 seconds)

CAUTION

• If ITT climbs rapidly towards 1090°C, be prepared to

return the FUEL CONDITION lever to CUTOFF

position.

• Under hot OAT and/or high ground elevation

conditions, idle ITT can exceed maximum idle ITT

limitation of

700°C. Increase N_g and/or reduce

accessory load to maintain ITT within limits.

c. N_g

55% MINIMUM

12. STARTER Switch

OFF

13. Amber STARTER ON Annunciator

CHECK

(verify annunciator is not shown)

14. Engine Indicating System

CHECK PARAMETERS

(verify all parameters in normal range)

15. GEN AMPS

CHECK LOAD

16. Amber GENERATOR OFF Annunciator

CHECK

(verify annunciator is not shown)

17. BAT AMPS

CHECK

(verify charge shown (positive))

18. FUEL BOOST Switch

NORM

19. Amber FUEL BOOST ON Annunciator

CHECK

(verify annunciator is not shown)

20. AVIONICS No. 2 Switch

NOTE

With AVIONICS No. 2 Switch ON, verify white TORQUE

GAGE annunciator is not shown and the dynamic redline

agrees with the values listed in Figure

5-8, Maximum

Engine Torque For Takeoff, for current altitude and

temperature.

21. NAV Lights Switch

22. Cabin Heating, Ventilating

and Defrosting Controls

AS DESIRED

FAA APPROVED

208BPHCUS-00

U.S.

4-25

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

STARTING ENGINE (With External Power)

CAUTION

The external power unit must be rated at 24.0 - 28.0

Volt with a minimum output of

800 amps and a

maximum output of 1700 amps.

1. BATTERY Switch

2. AVIONICS No. 1 Switch

3. Engine Indication System

CHECK PARAMETERS

(verify no red X’s)

4. EXTERNAL POWER Switch

OFF

5. BUS VOLTS

CHECK

(verify 20 VOLTS minimum shown)

6. AVIONICS No. 1 Switch

OFF

7. BATTERY Switch

OFF

8. External Power Unit

ENGAGE; then ON

9. EXTERNAL POWER Switch

BUS

CAUTION

Make sure the EMERGENCY POWER lever is in the

NORMAL position or an over-temperature condition will

result during engine start.

10. BATTERY Switch

11. BCN Light Switch

12. AVIONICS No. 1 Switch

13. BUS VOLTS

CHECK

(verify 24.0 to 28.5 volts shown)

14. EXTERNAL POWER Switch

STARTER

15. EMERGENCY POWER Lever

NORMAL

16. Red EMERG PWR LVR Annunciator

CHECK

(verify annunciator is not shown)

17. Propeller Area

CLEAR

(verify that all people and equipment are at a safe distance from

the propeller)

(Continued Next Page)

FAA APPROVED

4-26

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

STARTING ENGINE (With External Power) (Continued)

18. FUEL BOOST Switch

a. Amber FUEL BOOST ON Annunciator

CHECK

(verify annunciator is shown)

b. Amber FUEL PRESS LOW Annunciator

CHECK

(verify annunciator is not shown)

c. FFLOW PPH

CHECK

(verify 0 fuel flow PPH indicated)

CAUTION

If the external power unit drops off the line, initiate

engine shutdown.

19. STARTER Switch

START

a. White IGNITION ON Annunciator

CHECK

(verify annunciator is shown)

b. OIL PSI

CHECK

(verify oil pressure indicated)

c. N_g

STABLE

(12% minimum)

20. FUEL CONDITION Lever

LOW IDLE

a. FFLOW PPH

CHECK

(90 to 140 PPH)

b. ITT

MONITOR

(1090°C maximum, limited to 2 seconds)

CAUTION

• If ITT climbs rapidly towards 1090°C, be prepared to

return the FUEL CONDITION lever to CUTOFF

position.

• Under hot OAT and/or high ground elevation

conditions, idle ITT can exceed maximum idle ITT

limitation of

700°C. Increase N_g and/or reduce

accessory load to maintain ITT within limits.

c. N_g

55% MINIMUM

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-27

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

STARTING ENGINE (With External Power) (Continued)

21. STARTER Switch

OFF

22. Amber STARTER ON Annunciator

CHECK

(verify annunciator is not shown)

23. Engine Indicating System

CHECK PARAMETERS

(verify all parameters in normal range)

24. EXTERNAL POWER Switch

OFF

25. External Power Unit

OFF, then DISENGAGE

26. GEN AMPS

CHECK LOAD

27. Amber GENERATOR Off Annunciator

CHECK

(verify annunciator is not shown)

28. BAT AMPS

CHECK

(verify charge shown (positive))

29. FUEL BOOST Switch

NORM

30. Amber FUEL BOOST ON Annunciator

CHECK

(verify annunciator is not shown)

31. AVIONICS No. 2 Switch

NOTE

With AVIONICS No. 2 Switch ON, verify white TORQUE

GAGE annunciator is not shown and the dynamic redline

agrees with the values listed in Figure

5-8, Maximum

Engine Torque For Takeoff, for current altitude and

temperature.

32. NAV Lights Switch

33. Cabin Heating, Ventilating

and Defrosting Controls

AS DESIRED

TAXIING

1. Brakes

CHECK

NOTE

Propeller BETA range can be used during taxi with

minimum blade erosion up to the point where N_g increases

(against beta range spring) to control taxi speed and

improve brake life.

2. Flight Instruments

CHECK

FAA APPROVED

4-28

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

BEFORE TAKEOFF

1. PARKING BRAKE

SET

(depress brake pedals and pull handle out)

2. Seats, Seat Belts and

Shoulder Harnesses

CHECK SECURE

WARNING

Failure to correctly use seat belts and shoulder

harnesses can result in serious or fatal injury in the

event of an accident.

Flight Controls

FREE and CORRECT

Flight Instruments

CHECK

Altimeters:

a. PFD 1 and PFD 2 (BARO)

SET

b. Standby Altimeter

SET

ALT SEL

SET

Standby Flight Instruments

CHECK

FUEL BOOST Switch

NORM

FUEL TANK SELECTORS

BOTH ON

10. FUEL QTY

CHECK

11.

FUEL/OIL SHUTOFF Knob

CHECK

(verify FULL in)

12. ELEVATOR, AILERON, and RUD TRIM Controls

3 SET

(for takeoff)

13. POWER Lever

400 FT-LB

a. BUS VOLTS

CHECK

(verify 28.5 volts minimum)

b. INERTIAL SEPARATOR

CHECK

Turn control counterclockwise, pull to BYPASS position and

check torque drop; move control back to NORMAL position

and check that original torque is regained.

c. Engine Indicating System

CHECK

(verify oil temp 32 - 99°C for takeoff)

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-29

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

BEFORE TAKEOFF (Continued)

14. Overspeed Governor

CHECK

(first flight of the day and after maintenance)

a. PROP RPM Lever

MAX

(full forward)

b. OVERSPEED GOVERNOR

TEST Button

PRESS and HOLD

c. POWER Lever

ADVANCE

(propeller RPM stabilize at 1750 ±60 RPM)

NOTE

Smoothly advance the POWER lever to allow propeller

RPM to stabilize. Rapid movement of the POWER lever will

cause the propeller to surge.

d. POWER Lever

IDLE

e. OVERSPEED GOVERNOR TEST Button

RELEASE

15. Quadrant Friction Lock

ADJUST

16. Standby Power

CHECK

(first flight of the day)

a. ENGINE Softkey

SELECT SYSTEM

b. STBY ALT PWR Switch

c. GEN AMPS

LOAD

(to approximately 30 amps)

NOTE

Generator load can be increased by turning the TAXI/

RECOG Lights ON. Do not exceed 60 amps total load.

d. ALT AMPS

CHECK

(alternator output near zero)

e. GENERATOR Switch

TRIP

ALT AMPS

CHECK

(verify load)

(Continued Next Page)

FAA APPROVED

4-30

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

BEFORE TAKEOFF (Continued)

16. Standby Power

CHECK (Continued)

g. BUS VOLTS

CHECK

(for alternator output and voltage approximately one volt less

than with generator ON)

NOTE

A fully charged battery will carry part of the electrical load

when initially switching from generator to standby alternator

power because of the generator’s higher voltage regulation.

h. White STBY PWR ON Annunciator

CHECK

(verify annunciator is shown)

Amber GENERATOR OFF Annunciator

CHECK

(verify annunciator is shown)

GENERATOR Switch

RESET

Amber GENERATOR OFF Annunciator

CHECK

(verify annunciator is not shown)

White STBY PWR ON Annunciator

CHECK

(verify annunciator is not shown)

m. STBY ALT PWR Switch

OFF

n. Amber STBY PWR INOP Annunciator

CHECK

(verify annunciator is shown)

o. STBY ALT PWR Switch

17. Manual Electric Pitch Trim (MEPT)

CHECK and SET

(first flight of the day and after maintenance)

a. Push both sides of trim switch TRIM DOWN (verify correct

trim wheel and pointer movement). Press AP DISC/TRIM

INTER button (verify trim wheel stops moving).

b. Push both sides of trim switch TRIM UP (verify correct trim

wheel and pointer movement). Press AP DISC/TRIM INTER

button (verify trim wheel stops moving).

c. Verify pilot’s trim switch command overrides copilot’s trim

switch command.

d. Set trim as required within T.O. band.

18. Ice Protection

AS REQUIRED

a. PITOT/STATIC HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

b. STALL HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-31

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

BEFORE TAKEOFF (Continued)

19. INERTIAL SEPARATOR

SET

(position INERTIAL SEPARATOR to NORMAL or BYPASS as

conditions warrant)

20. Avionics and Radar

SET FOR DEPARTURE

21. Nav Source

SET FOR DEPARTURE

22. XPDR

SET

23. STROBE Lights Switch

24. Annunciators

CHECK

(verify no annunciators are shown)

25. WING FLAPS Handle

SET FOR TAKEOFF

(set WING FLAPS to UP or TO/APR for desired takeoff

performance)

26. CABIN HEAT MIXING AIR Control

FLT-PUSH

27. Crew Vent Window

CLOSED and LATCHED

28. Brakes

RELEASE

29. FUEL CONDITION Lever

HIGH IDLE

WARNING

• When ground icing conditions are present, a pre-

takeoff visual and tactile check should be

conducted by the pilot in command within five

minutes of takeoff, preferably just prior to taxiing

onto the active runway.

• Takeoff is prohibited with any frost, ice, snow, or

slush adhering to the wings, tail, control

surfaces, propeller blades, or engine air inlets.

• Even small amounts of frost, ice, snow, or slush

on the wing can adversely change lift and drag.

Failure to remove these contaminants will

degrade airplane performance to a point where a

safe takeoff and climb may not be possible.

• Make sure that the anti-ice fluid (if applied) is still

protecting the airplane.

FAA APPROVED

4-32

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

TAKEOFF

NORMAL TAKEOFF

1. WING FLAPS Handle

UP or TO/APR

(TO/APR recommended)

2. POWER Lever

SET FOR TAKEOFF

(observe Takeoff ITT and N_g limits)

3. Annunciators

CHECK

(verify no annunciators are shown)

4. Rotate

70-75 KIAS

5. Airspeed

85-95 KIAS

6. WING FLAPS Handle

RETRACT to UP

(after reaching 95 KIAS)

SHORT FIELD TAKEOFF

1. WING FLAPS Handle

TO/APR

2. Brakes

APPLY

3. POWER Lever

SET FOR TAKEOFF

(observe Takeoff ITT and N_g limits)

4. Annunciators

CHECK

(verify no annunciators are shown)

5. Brakes

RELEASE

6. Rotate

74 KIAS

7. Airspeed

86 KIAS

(until all obstacles are cleared)

Refer to Section 5, Performance, Figure 5-10 or Figure 5-27,

Short Field Takeoff Distance for speeds at reduced weights.

8. WING FLAPS Handle

RETRACT to UP

(after reaching 95 KIAS)

FAA APPROVED

208BPHCUS-00

U.S.

4-33

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

ENROUTE CLIMB

CRUISE CLIMB

1. Ice Protection

AS REQUIRED

a. PITOT/STATIC HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

b. STALL HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

2. INERTIAL SEPARATOR

SET

(position INERTIAL SEPARATOR to NORMAL or BYPASS as

conditions warrant)

3. Airspeed

110-120 KIAS

4. PROP RPM Lever

1600-1900 RPM

NOTE

To achieve maximum flat rated horsepower, PROP RPM

lever must be set at 1900 RPM.

5. POWER Lever

SET FOR CLIMB

(observe Maximum Climb Torque, ITT and N_g limits)

Refer to Section 5, Performance, Figure 5-9, Maximum Engine

Torque for Climb for approved engine power settings.

CAUTION

For every 10°C (18°F) below -30°C (-22°F) ambient

temperature, reduce maximum allowable N_g by 2.2%.

The Garmin G1000 incorporates a temperature

compensating N_g redline.

FAA APPROVED

208BPHCUS-00

U.S.

4-35

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ENROUTE CLIMB (Continued)

MAXIMUM PERFORMANCE CLIMB

1. Ice Protection

AS REQUIRED

a. PITOT/STATIC HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

b. STALL HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

2. INERTIAL SEPARATOR

SET

(position INERTIAL SEPARATOR to NORMAL or BYPASS as

conditions warrant)

3. Airspeed

108 KIAS (from sea level to 3000 feet)

decreasing to 92 KIAS (at 20,000 feet)

4. PROP RPM Lever

1900 RPM

5. POWER Lever

SET FOR CLIMB

(observe Maximum Climb Torque, ITT and N_g limits)

Refer to Section 5, Performance, Figure 5-9, Maximum Engine

Torque for Climb for approved engine power settings.

CAUTION

For every 10°C (18°F) below -30°C (-22°F) ambient

temperature, reduce maximum allowable N_g by 2.2%.

The Garmin G1000 incorporates a temperature

compensating N_g redline.

FAA APPROVED

4-36

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

CRUISE

1. Ice Protection

AS REQUIRED

a. PITOT/STATIC HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

b. STALL HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

2. INERTIAL SEPARATOR

SET

(position INERTIAL SEPARATOR to NORMAL or BYPASS as

conditions warrant)

3. PROP RPM Lever

1600 to 1900 RPM

4. POWER Lever

SET

(observe Maximum Cruise Torque, ITT and N_g limits)

Refer to Section 5, Performance, Figure 5-19 or Figure 5-36,

Cruise Performance and/or Figure 5-20 or Figure 5-37, Cruise

Maximum Torque for approved engine power settings.

5. Fuel Balance

CHECK

(maximum fuel imbalance 200 pounds)

CAUTION

For every 10°C (18°F) below -30°C (-22°F) ambient

temperature, reduce maximum allowable N_g by 2.2%.

The Garmin G1000 incorporates a temperature

compensating N_g redline.

FAA APPROVED

208BPHCUS-00

U.S.

4-37

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

DESCENT

1. Ice Protection

AS REQUIRED

a. PITOT/STATIC HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

b. STALL HEAT Switch

(when OAT is below 5°C (41°F) and in visible moisture)

2. INERTIAL SEPARATOR

SET

(position INERTIAL SEPARATOR to NORMAL or BYPASS as

conditions warrant)

3. SEAT BELT Light Switch (if installed)

4. NO SMOKE Light Switch (if installed)

5. Altimeters

SET

6. NAV Source

SELECT

NOTE

The overspeed warning horn and MAXSPD annunciation

will activate when either PFD1 or PFD2 airspeed reaches

greater than 175 KIAS. In addition, the overspeed warning

horn and MAXSPD annunciation may appear prior to 175

KIAS if the airplane is accelerating at a rate that will rapidly

exceed V_MO.

7. POWER Lever

AS REQUIRED

CAUTION

Set PROP RPM Lever at 1900 RPM prior to beginning

any instrument approach procedure.

FAA APPROVED

4-38

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

BEFORE LANDING

NOTE

Refer to Section 5, Performance, Figure 5-26 or Figure 5-

43, Short Field Landing Distance charts for anticipated

ground roll and total distance requirements.

1. Seats, Seat Belts and Shoulder Harnesses

SECURE

WARNING

Failure to correctly use seat belts and shoulder

harnesses could result in serious or fatal injury in

the event of an accident.

2. FUEL TANK SELECTORS

BOTH ON

3. FUEL CONDITION Lever

HIGH IDLE

4. PROP RPM Lever

MAX

(full forward)

5. Radar

AS REQUIRED

6. AP/YD

OFF

(before 200 feet AGL on approach or 800 feet AGL)

7. WING FLAPS Handle

SET

FAA APPROVED

208BPHCUS-00

U.S.

4-39

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

LANDING

NORMAL LANDING

1. WING FLAPS Handle

LAND

2. Airspeed

75-85 KIAS

3. Touchdown

MAIN WHEELS FIRST

4. POWER Lever

BETA RANGE AFTER TOUCHDOWN

5. Brakes

APPLY

SHORT FIELD LANDING

1. WING FLAPS Handle

LAND

2. Airspeed

78 KIAS

Refer to Section 5, Performance, Figure 5-26 or Figure 5-43,

Short Field Landing Distance for speeds at reduced weights.

3. POWER Lever

REDUCE to IDLE

(after clearing obstacles)

4. Touchdown

MAIN WHEELS FIRST

5. POWER Lever

BETA RANGE AFTER TOUCHDOWN

6. Brakes

MAXIMUM

(while holding elevator control full aft)

7. WING FLAPS Handle

(for maximum brake effectiveness)

BALKED LANDING

1. POWER Lever

ADVANCE

(for takeoff power)

2. WING FLAPS Handle

RETRACT to TO/APR

3. Airspeed

80 KIAS MINIMUM

(until obstacles are cleared)

4. ELEVATOR TRIM

RETRIM

5. WING FLAPS Handle

RETRACT

(after reaching safe altitude and airspeed)

6. ELEVATOR TRIM

RETRIM

FAA APPROVED

4-40

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

AFTER LANDING

1. WING FLAPS Handle

2. Ice Protection

OFF

a. PITOT/STATIC HEAT Switch

OFF

b. STALL HEAT Switch

OFF

3. STBY ALT PWR Switch

OFF

4. Amber STBY PWR INOP Annunciator

CHECK

(verify annunciator is shown)

5. STROBE Lights Switch

OFF

6. LDG and TAXI/RECOG Lights Switches

SET

7. FUEL CONDITION Lever

LOW IDLE

(when clear of the runway)

CAUTION

If the FUEL CONDITION lever is moved past the LOW

IDLE position and the engine N_g falls below

55%,

moving the lever back to the LOW IDLE position can

cause an ITT over-temperature condition. If the engine

has started to shutdown in this situation, allow the

engine to complete its shutdown sequence, and

proceed to do a normal engine start using the

STARTING ENGINE checklist.

FAA APPROVED

208BPHCUS-00

U.S.

4-41

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

SHUTDOWN AND SECURING AIRPLANE

1. PARKING BRAKE

SET

(depress brake pedals and pull handle out)

2. BLEED AIR HEAT Switch

OFF

3. TEMP Control Knob

CLOSED

(rotate FULL counterclockwise)

4. VENT AIR FANS

OFF

5. AIR CONDITIONING Switch (if installed)

OFF

6. POWER Lever

IDLE

7. ITT

STABILIZED

(at minimum temperature for one minute)

8. PROP RPM Lever

FEATHER

9. FUEL CONDITION Lever

CUTOFF

10. LIGHTS

OFF

11. FUEL BOOST Switch

OFF

12. N_gIndication

CHECK

NOTE

Verify engine is spooling down properly and N_gindication is

below 10% prior to setting the AVIONICS No. 1 switch to

OFF. Engine indications will not be shown after AVIONICS

No. 1 switch is positioned to OFF.

13. AVIONICS No. 1 and No. 2 Switches

OFF

14. BATTERY Switch

OFF

15. Control Lock

INSTALL

16. OXYGEN Supply Control Lever (if installed)

OFF

17. FUEL TANK SELECTORS

LEFT OFF or RIGHT OFF

Turn high wing tank off if parked on a sloping surface to prevent

crossfeeding.

18. Tiedowns and Chocks

AS REQUIRED

19. External Covers

INSTALL

20. Oil Breather Drain Can

DRAIN

(until empty)

NOTE

Possible delays of subsequent flights, or even missed

flights, are often eliminated by routinely conducting a brief

postflight inspection. Usually, a visual check of the airplane

for condition, security, leakage, and tire inflation will alert

the operator to potential problems, and is therefore

recommended.

FAA APPROVED

4-42

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

AMPLIFIED NORMAL PROCEDURES

PREFLIGHT INSPECTION

The preflight inspection, described in Figure 4-1 and adjacent checklist,

is recommended. If the airplane has been in extended storage, has had

recent major maintenance, or has been operated from rough or

unprepared surfaces, a more extensive exterior inspection is

recommended.

WARNING

Flights at night and in cold weather involve a

careful check of other specific areas discussed in

this section.

Before every flight, check the condition of main and nose landing gear

tires. Keep tires inflated to the pressure specified in Section 8, Airplane

Handling, Service And Maintenance. Examine tire sidewalls for

patterns of shallow cracks called weather checks. These cracks are

evidence of tire deterioration caused by age, improper storage, or

prolonged exposure to weather. Check the tread of the tire for depth,

wear, and cuts. Replace the tire if fibers are visible.

After major maintenance has been performed, the flight controls and

trim tabs should be double-checked for free and correct movement and

security. The security of all inspection plates on the airplane should be

checked following periodic inspections.

If the airplane has been kept in a crowded hangar, it should be checked

for dents and scratches on wings, fuselage, and tail surfaces, damage

to navigation, strobe lights, and avionics antennas. Check for damage

to the nosewheel steering system, the result of exceeding nosewheel

turning limits while towing.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-43

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

Outside storage for long periods may result in dust and dirt

accumulation in the engine air inlet and exhaust areas, water and

obstructions in airspeed system lines, water contaminants in fuel tanks,

and insect/bird/rodent nests in any opening. If any water is detected in

the fuel system, the inboard fuel tank sump and external sump quick-

drain valves and fuel reservoir quick-drain valve should all be

thoroughly drained until there is no evidence of water or sediment

contamination. If the airplane is parked with one wing low on a sloping

ramp, draining of the outboard fuel tank sump quick-drain valves (if

installed) is also recommended. Repeated samples should then be

taken at all quick drain points until all contamination has been

removed. If, after repeated sampling, evidence of contamination still

exists, the fuel tanks should be completely drained and the fuel system

cleaned.

If any water is suspected in the static source system, open both static

source drain valves and thoroughly drain all water from the system.

WARNING

If the static source drain valves are opened, assure

both valves are completely closed before flight.

If the airplane has been stored outside in windy or gusty areas, or tied

down adjacent to taxiing airplanes, special attention should be paid to

control surface stops, hinges, and brackets to detect the presence of

potential wind damage.

If the airplane has been operated from unimproved runways, muddy

fields or in snow or slush, check the propeller for nicks and stone

damage. Operation from a gravel or cinder field will require extra

attention to propeller tips and abrasion on leading edges of the

horizontal tail. Stone damage to the propeller can seriously reduce the

fatigue life of the blades.

(Continued Next Page)

FAA APPROVED

4-44

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

PREFLIGHT INSPECTION (Continued)

Airplanes that are operated from rough fields, especially at high

altitudes, are subjected to abnormal landing gear abuse. Frequently

check all components of the landing gear, shock strut, tires, and

brakes. If the shock strut is insufficiently extended, undue landing and

taxi loads will be subjected to the airplane structure.

To prevent loss of fuel in flight, make sure the fuel tank filler caps are

tightly sealed after any fuel system check or servicing. Fuel system

vents should also be inspected for obstructions, ice or water, especially

after exposure to cold, wet weather.

The interior inspection will vary according to the planned flight and the

optional equipment installed. Prior to high-altitude flights, it is important

to check the condition and quantity of oxygen face masks and hose

assemblies. The oxygen supply system

(if installed) should be

functionally checked to ensure that it is in working order and that an

adequate oxygen supply for the trip intended, by noting the oxygen

pressure gage reading, and referring to Section 9, Supplement 6,

Figure S6-2 or S6-3, Oxygen Duration Chart.

FAA APPROVED

208BPHCUS-00

U.S.

4-45

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

BEFORE STARTING ENGINE

WARNING

• It is the responsibility of the pilot in command to

make sure that the airplane is correctly loaded

within the weight and center of gravity limits

prior to takeoff.

• Failure to correctly use seat belts and shoulder

harnesses could result in serious or fatal injury

in the event of an accident.

The Before Starting Engine checklist procedures should be followed

closely to assure a satisfactory engine start. Most of the checklist items

are self-explanatory. Those items that may require further explanation

are noted in the following discussion.

When setting electrical switches prior to engine start, only those lighting

switches that are necessary for a night-time engine start should be

turned on. All other switches, including exterior lights, ventilation fans,

air conditioning (if installed) switches, should be turned off. The BLEED

AIR HEAT Switch should be OFF and the TEMP control knob fully

CLOSED to prevent excessive compressor bleed during the engine

start. Also, the STBY ALT PWR switch should be OFF during engine

starts.

CAUTION

Leaving the BLEED AIR HEAT Switch ON and the

TEMP control knob fully OPEN can result in a hot start

or abnormal acceleration to idle.

The GENERATOR switch is spring-loaded to the ON position. When

the STARTER switch is placed in the START or MOTOR position, the

Generator Control Unit (GCU) opens the generator contactor. When the

STARTER switch is returned to the OFF position after an engine start,

the GCU closes the generator contactor, thereby placing the generator

on-line.

(Continued Next Page)

FAA APPROVED

4-46

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

BEFORE STARTING ENGINE (Continued)

The IGNITION switch is left in the NORM position for engine starting

with the starter motor. In this position, the igniters are energized when

the STARTER switch is placed in the START position. Ignition is

automatically terminated when the STARTER switch is turned OFF.

CAUTION

is especially important to verify that the

EMERGENCY POWER lever is in the NORMAL

position (aft of the IDLE gate) during engine starts. With

the EMERGENCY POWER lever forward of this gate,

excessive quantities of fuel will be discharged through

the fuel nozzles when the FUEL CONDITION lever is

moved to the LOW IDLE position and a hot start will

result.

Before starting the engine, the POWER lever is placed at the IDLE

position (against the BETA gate), the PROP RPM lever is moved to the

MAX position (full forward), and the FUEL CONDITION lever is stowed

in the CUTOFF position.

CAUTION

The propeller reversing linkage can be damaged if the

POWER lever is moved aft of the IDLE position when

the engine is not running and the propeller is feathered.

FAA APPROVED

208BPHCUS-00

U.S.

4-47

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

STARTING ENGINE

The starting engine checklist procedures should be followed closely to

assure a satisfactory engine start. With the FUEL CONDITION lever in

the CUTOFF position, move the STARTER switch to the START

position; verify that the amber STARTER ON and white IGNITION ON

annunciators are shown. Next, check for a positive indication of engine

oil pressure. After N_g stabilizes (minimum of 12%), move the FUEL

CONDITION lever to the LOW IDLE position and verify fuel flow in the

general range of 90 to 140 PPH. After the engine starts and during

acceleration to idle

(approximately

55% N_g), monitor ITT and N_g.

Maximum ITT during engine start is 1090°C, limited to 2 seconds.

Typically, the ITT during start is well below this maximum value. After

the engine has stabilized at idle, the amber STARTER ON annunciator

should not be shown. If this annunciator remains ON, it indicates the

starter has not been automatically disengaged during the engine

starting sequence due to a failed speed sensor.

CAUTION

If no ITT rise is observed within

10 seconds after

moving the FUEL CONDITION lever to the LOW IDLE

position, or ITT rapidly approaches 1090°C, move the

FUEL CONDITION lever to CUTOFF and perform the

ENGINE CLEARING PROCEDURE in this section.

After the engine reaches stabilized idle (55% N_g or above), return the

STARTER switch to the OFF position. With a cold engine or after

making a battery start (high initial generator load into battery), it may be

necessary to advance the POWER lever slightly ahead of the IDLE

detent to maintain a minimum idle of 55% Ng. To assure maintaining

the minimum Ng and ITT within limits, advance the POWER lever to

obtain approximately 55% Ng before turning the STARTER switch OFF

(the generator contactor closes when the STARTER switch is turned

OFF).

CAUTION

Under hot OAT and/or high ground elevation conditions,

idle ITT can exceed maximum idle ITT limitation of

700°C. Increase Ng and/or reduce accessory load to

maintain ITT within limits.

(Continued Next Page)

FAA APPROVED

4-48

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

STARTING ENGINE (Continued)

NOTE

If the amber STARTER ON annunciator fails to go out after

the STARTER switch has been moved to the OFF position,

the start contactor can be closed and the generator will not

function. Perform an engine shutdown.

Engine starts can be made with airplane battery power or with an

External Power Unit (EPU). However, it is recommended that an EPU

be used when the ambient air temperature is less than -18°C (0°F).

Refer to Cold Weather Operation in this section when ambient

temperature is below -18°C (0°F).

CAUTION

• In the event the external power unit drops off-line

during engine start, a loss of electrical power to the

starter will result which could cause a hot start.

Should a loss of external power occur, immediately

place the FUEL CONDITION lever to CUTOFF,

monitor ITT, and make sure the engine is shutting

down. Turn the EXTERNAL POWER switch OFF

and place the STARTER switch to the MOTOR

position to aid in reducing ITT if necessary.

• When an external power unit is used, make sure the

unit is negatively grounded and regulated to 28 volts

DC with a capability of providing a minimum of 800

amperes during the starting cycle. External power

units with output exceeding 1700 amperes shall not

be used.

Before engine starting with the airplane battery, check the BUS VOLTS

for a minimum of 24 volts. Monitor ITT during each engine start to

guard against a hot start. The operator must be ready to immediately

abort the start if ITT exceeds 1090°C or is rapidly approaching this limit.

Usually, hot starts are not a problem if the normal starting procedures

are followed.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-49

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

STARTING ENGINE (Continued)

CAUTION

A minimum battery voltage of 24 volts is not always an

indication that the battery is near full charge or in good

condition. Therefore, if gas generator acceleration in

the initial part of the start is less than normally

observed, return the FUEL CONDITION lever to

CUTOFF and discontinue the start. Recharge the

battery or use an external power unit before attempting

another start.

If the starter accelerates the gas generator rapidly above 20%, suspect

gear train decouple. Do not continue start. Rapid acceleration through

35% N_g suggests a start on the secondary nozzles. Anticipate a hot

start.

After an aborted start for whatever reason, it is essential before the next

start attempt to allow adequate time to drain off unburned fuel. Failure

to drain all residual fuel from the engine could lead to a hot start, a hot

streak leading to hot section damage, or the torching of burning fuel

from engine exhaust on the next successful ignition.

A dry motoring, within starter limitations after confirming that all fuel

drainage has stopped, will ensure that no fuel is trapped before the

next start.

FAA APPROVED

4-50

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

ENGINE CLEARING PROCEDURES

(DRY

MOTORING RUN)

The following procedure is used to clear an engine at any time when it

is deemed necessary to remove internally trapped fuel and vapor, or if

there is evidence of a fire within the engine. Air passing through the

engine serves to purge fuel, vapor, or fire from the combustion section,

gas generator turbine, power turbine, and exhaust system.

1. FUEL CONDITION Lever

CUTOFF

2. IGNITION Switch

NORM

3. BATTERY Switch

(to supply current for the starter motor)

4. AVIONICS No. 1 Switch

5. FUEL/OIL SHUTOFF Knob

CHECK

(verify FULL in)

6. FUEL BOOST Switch

OFF

WARNING

If fire is suspected, leave the FUEL BOOST switch

OFF, otherwise turn it ON to provide lubrication for

the engine-driven fuel pump elements.

7. STARTER Switch

MOTOR

CAUTION

• Do not exceed the starting cycle limitations; refer to

Section 2, Limitations, Powerplant Limitations.

• Should a fire persist, as indicated by sustained ITT,

close the FUEL/OIL SHUTOFF Knob and continue

motoring the engine.

8. STARTER Switch

OFF

9. FUEL BOOST Switch

OFF

10. AVIONICS No. 1 Switch

OFF

11. FUEL/OIL SHUTOFF Knob

PULL OFF

12. BATTERY Switch

OFF

Allow the required cooling period for the starter before any further

starting operation is attempted.

FAA APPROVED

208BPHCUS-00

U.S.

4-51

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ENGINE IGNITION PROCEDURES

For most operations, the IGNITION switch is left in the NORM position.

With the switch in this position, ignition is on only when the STARTER

switch is in the START position.

NOTE

The use of ignition for extended periods of time will reduce

ignition system component life.

The IGNITION switch should be turned ON to provide continuous

ignition under the following conditions:

1. Operation on wet or contaminated runways.

2. Flight in heavy precipitation.

3. Flight in moderate or greater turbulence.

4. During inadvertent icing encounters prior to the INERTIAL

SEPARATOR being selected to BYPASS.

5. When near fuel exhaustion as indicated by Red RSVR FUEL

LOW annunciator.

Refer to Section 7, Airplane and System Description, Engine Ignition

System, for further details regarding the ignition system.

FAA APPROVED

4-52

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

ENGINE INERTIAL SEPARATOR PROCEDURES

An INERTIAL SEPARATOR system is built into the engine air inlet duct

to prevent ice buildups on the compressor inlet screen. The INERTIAL

SEPARATOR control should be moved to the BYPASS position prior to

running the engine during ground or flight operation in visible moisture

(clouds, rain, snow or ice crystals) with an OAT of 5°C (41°F) or less.

The BYPASS mode can also be used for ground operations or takeoffs

with dusty, sandy field conditions to minimize ingestion of foreign

particles into the compressor. Refer to Section 5, Performance, for

performance losses associated with the INERTIAL SEPARATOR in the

BYPASS mode.

The NORMAL mode is used for all other operating conditions, since it

provides substantial inlet ram recovery. This results in more efficient

engine operation and higher critical altitude for a particular power

setting.

Do not return the INERTIAL SEPARATOR to NORMAL until after

engine shutdown and inspection if icing conditions are encountered.

Refer to Section

7, Airplane and System Description, Engine Air

Induction System for further details regarding the INERTIAL

SEPARATOR.

FAA APPROVED

208BPHCUS-00

U.S.

4-53

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

TAXIING

POWER lever BETA range can be used during taxi to control taxi speed

and improve brake life. A leaf spring is installed in the control quadrant

which the POWER lever contacts and provides the pilot with a

noticeable “feel”. With the POWER lever moved to this position in the

BETA range, the propeller is near zero thrust in a static, 55% idle

condition. Besides acting as a zero thrust reference during taxi, this

POWER lever position (lever against spring) is used after landing to

minimize brake wear. POWER lever movement further aft of the BETA

range will result in increased engine power and reverse thrust from the

propeller blades.

CAUTION

• The use of reverse thrust should be minimized,

especially on unprepared surfaces, to minimize

propeller blade erosion and possible damage.

• Do not leave the POWER lever in the BETA range

for extended periods

(greater than

30 seconds)

when parked with a right crosswind to avoid damage

to the cargo pod.

NOTE

During low-speed taxi with a strong tailwind, or when

stopped with a strong tailwind, a moderate vibration can

occur as a result of reverse airflow through the propeller

disk with the blades at a positive pitch angle. This vibration

can be significantly reduced by placing the POWER lever in

the BETA range, or it can be eliminated by turning the

airplane into the wind.

Refer to Figure 4-3, Taxiing Diagram, for additional taxiing instructions.

FAA APPROVED

4-54

U.S.

208BPHCUS-00

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

BEFORE TAKEOFF

The FUEL TANK SELECTORS are normally both ON for takeoff and all

flight operations. However, one side can be turned OFF as required to

balance the fuel load.

WARNING

• Do not exceed 200 pounds fuel imbalance in

flight.

• To obtain accurate fuel quantity indicator

readings, verify the airplane is parked in a

laterally level condition; or, if in flight, make sure

the airplane is in a coordinated and stabilized

condition.

When checking the INERTIAL SEPARATOR with engine power set at

400 foot-pounds, it is typical to see an approximate 30 FT-LB drop in

torque when the T-handle is pulled to the BYPASS position. This torque

drop will vary some with wind conditions during static check.

A neutral index mark is added to the pedestal cover which corresponds

to the zero degree trim tab position. As loadings vary towards the

forward C.G. limit or aft C.G. limit, elevator trim settings towards the

nose up and nose down ends of this takeoff range, respectively, will

provide comfortable control wheel forces during takeoff and initial climb.

Prior to takeoff, the FUEL CONDITION lever is moved forward to the

HIGH IDLE position (approximately 65% N_g) to remain in this position

until after landing. The higher gas generator idle speed for flight

provides faster engine acceleration when adding power (from an idle

condition) on approach or for a balked landing go-around.

FAA APPROVED

4-56

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

TAKEOFF

POWER SETTING

Refer to Section 5, Performance, Figure 5-8, Maximum Engine Torque

for Takeoff chart to determine the torque corresponding to the surface

altitude and OAT conditions. This torque should be obtainable without

exceeding 850°C ITT or 103.7% N_g.

Takeoff roll is most smoothly initiated by gradually advancing the

POWER Lever until propeller RPM nears 1900. Smoothly release the

brakes and continue advancing the POWER Lever until the takeoff

torque is reached.

NOTE

As airspeed increases during takeoff, an increase in torque

at a fixed POWER lever position is normal and need not be

reduced provided the torque limit

(2397 FT-LB) is not

exceeded.

WING FLAP SETTINGS

A WING FLAPS setting of TO/APR is recommended for all takeoffs

unless a very strong crosswind exists at which time WING FLAPS UP

may be preferred. Use of WING FLAPS TO/APR provides for a lower

liftoff speed, as well as a reduction in ground roll and total distance over

an obstacle compared to takeoff with WING FLAPS UP.

Flap settings greater than TO/APR are not approved for takeoff.

FAA APPROVED

208BPHCUS-01

U.S.

4-57

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

TAKEOFF (Continued)

SHORT FIELD TAKEOFF

If an obstruction dictates the use of a steep climb angle after liftoff,

accelerate to and climb at an obstacle clearance speed of 86 KIAS with

WING FLAPS set at TO/APR. Takeoff performance data is shown in

Section 5 based on this speed and configuration.

NOTE

The 86 KIAS obstacle clearance speed is a recommended

safe speed under all conditions, including turbulence and

complete engine failure. The actual V_X speed with FLAPS

TO/APR is 76 KIAS at maximum takeoff weight as noted in

Section 5, Performance, Figure 5-13 or Figure 5-30, Climb

Gradient - Takeoff Flap Setting - Flaps TO/APR chart.

After clearing the obstacle, and reaching a safe altitude, the flaps can

be retracted slowly as the airplane accelerates to the normal climb

airspeed.

Minimum ground roll takeoffs are accomplished by using TO/APR

Flaps, lifting the nosewheel off the ground as soon as practical and

leaving the ground in a slightly tail-low attitude. However, after liftoff the

airplane should be leveled immediately to accelerate to a safe climb

airspeed.

TYPE II, TYPE III OR TYPE IV ANTI-ICE FLUID TAKEOFF

When Type II, Type III or Type IV anti-ice fluid is applied to the airplane,

a rotation speed of 83 KIAS with WING FLAPS UP is required. Use of

WING FLAPS UP allows the airplane to accelerate to a higher rotation

speed without any liftoff tendencies, which is required for the Type II,

Type III or Type IV anti-ice fluid to be effective. Takeoff performance

data shown in Section 5 of the POH is based on this speed and

configuration.

FAA APPROVED

4-58

U.S.

208BPHCUS-01

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

TAKEOFF (Continued)

CROSSWIND TAKEOFF

Takeoffs into strong crosswinds normally are performed with FLAPS

TO/APR. With the ailerons partially deflected into the wind, the airplane

is accelerated to a speed higher than normal, and then rotated to

prevent settling back to the runway. When clear of the ground, make a

coordinated turn into the wind to correct for drift. The use of FLAPS UP

will improve directional control, but will also increase the takeoff

distance.

ENROUTE CLIMB

Normally, maximum climb power is maintained during the climb to

cruise altitude. Adjust the POWER lever as required to prevent

exceeding maximum climb torque, maximum climb ITT of 825°C, or

maximum climb N_g of 103.7%, whichever occurs first.

At lower altitudes and cool outside air temperatures

(below

approximately 6000 feet), the engine will reach the torque limit before

reaching the ITT or N_g limit. As the climb progresses and the torque is

maintained by POWER lever advancement, the ITT and N_g will

increase until an altitude is reached where ITT or N

gwill dictate

POWER lever positioning. When operating near the ITT limit, advance

POWER lever slowly to allow the current ITT to be indicated. The rate

of power (and temperature) increase of the engine is greater than the

response rate of the ITT indicating system; therefore, a rapid POWER

lever advance could allow an over-temperature condition to exist

momentarily in the engine before the over-temperature would be

indicated.

For maximum performance climb, the best rate-of-climb airspeed

should be used with 1900 RPM and maximum climb power. This speed

108 KIAS from sea level to 3000 feet, decreasing to 92 KIAS at

20,000 feet.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-59

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

ENROUTE CLIMB (Continued)

If climb requirements do not necessitate a maximum performance

climb, a POWER lever setting that will result in an ITT of 785 °C

throughout the climb may be desirable over setting the POWER lever

per Figure 5-9 Maximum Engine Torque For Climb chart located in

Section 5 of the POH.

For improved visibility over the nose, a cruise climb airspeed of 115 -

125 KIAS may be desirable at altitudes up to approximately 12,000

feet. Adjust the POWER lever per Figure 5-9, Maximum Engine Torque

for Climb chart located in Section 5 of the POH with the PROP RPM set

at 1900 to prevent exceeding the maximum allowable shaft horsepower

for the ambient conditions. After Climb Torque is set, PROP RPM can

be reduced in accordance with the following table for improved

passenger comfort.

Under no circumstances should the following limitations be exceeded:

1. The MAX TORQUE for the corresponding PROP RPM

2. A maximum climb ITT of 825°C

3. A maximum N_g of 103.7%

PROP RPM

MAX TORQUE

1900

2397 FT-LB

1800

2397 FT-LB

1700

2397 FT-LB

1600

2397 FT-LB

NOTE

To achieve maximum flat rated horsepower, PROP RPM

lever must be set at 1900 RPM.

If an obstruction dictates the use of a steep climb angle, climb with

FLAPS UP and maximum continuous power at 85 KIAS.

FAA APPROVED

4-60

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

CRUISE

Normal cruise is performed using any desired power setting up to the

maximum cruise power (observe ITT, torque, and N_g cruise limits). Do

not exceed the maximum cruise torque or 805°C ITT shown in Section

5, Performance, Figure 5-19 or Figure 5-36, Cruise Performance or

Figure 5-20 or Figure 5-37, Cruise Maximum Torque for the particular

altitude and temperature. Normally, a new engine will exhibit an ITT

below 775°C when set to the maximum cruise torque.

The Sample Cruise Performance Chart, Figure 4-4, illustrates the

advantage of higher altitude on both true airspeed and nautical miles

per 1000 pounds of fuel. In addition, the beneficial effect of lower cruise

power on nautical miles per 1000 pounds of fuel at a given altitude can

be observed. Cruise Performance Charts are provided in Section 5 to

assist in selecting an efficient altitude based on available winds aloft

information for a given trip. The selection of cruise altitude on the basis

of the most favorable wind conditions and the use of low power settings

are significant factors that should be considered to reduce fuel

consumption.

The INERTIAL SEPARATOR should be set to BYPASS mode and

PITOT/STATIC and STALL HEAT switches should be ON anytime the

OAT is below 5°C (41°F) and in visible moisture.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-61

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

CRUISE (Continued)

These optional systems are designed to prevent ice formation, rather

than removing it after it has formed. Even if the airplane is equipped

with the

“Flight Into Known Icing” option, accumulation of some

airframe ice is unavoidable; this will increase airplane weight and drag

and decrease airspeed and general airplane performance. It is always

wise to avoid icing conditions, if practical.

Fuel quantity should be monitored to maintain a balanced fuel

condition. Normally, both FUEL TANK SELECTORS are set to the ON

position and will feed fuel equally from each tank to the fuel reservoir. If

a fuel imbalance condition approaching 200 pounds does occur, the

FUEL TANK SELECTOR for the tank with less fuel should be turned

OFF until the fuel quantity is balanced. With one FUEL TANK

SELECTOR OFF and fuel remaining in the tank being used is less than

approximately

170 lbs

(25 gallons), the FUEL SELECT OFF

annunciator will come ON and a warning horn will sound.

WARNING

Turn IGNITION ON when flying in heavy

precipitation or icing conditions. Refer to Engine

Ignition Procedures in this section for additional

information on use of ignition.

CAUTION

Prolonged zero or negative "G" maneuvers will starve

the engine oil pump and result in engine damage.

Supplemental oxygen should be used by all occupants when cruising

above 12,500 feet. It is often advisable to use oxygen at altitudes lower

than 12,500 feet under conditions of night flying, fatigue, or periods of

physiological or emotional disturbances. Also, the habitual and

excessive use of tobacco or alcohol will usually necessitate the use of

oxygen at less than 10,000 feet.

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

4-63

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

CRUISE (Continued)

WARNING

• Operation up to the maximum allowable

operating altitude is predicated on the

availability and use of supplemental oxygen

above

12,500 feet as specified by operating

rules.

• Smoking is prohibited when using oxygen. Oil,

grease, soap, lipstick, lip balm, and other fatty

materials constitute a serious fire hazard when in

contact with oxygen. Be sure hands and clothing

are oil-free before handling oxygen equipment.

STALLS

Stall characteristics are conventional and aural warning is provided by

a stall warning horn which sounds between 5 and 10 knots above the

stall in all configurations.

Refer to Section 5, Performance, Figure 5-6, for idle-power stall speeds

at maximum weight for both forward and aft C.G. limits.

NOTE

Practice of stalls should be done conservatively and with

sufficient altitude for a safe recovery.

FAA APPROVED

4-64

U.S.

208BPHCUS-01

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

LANDING

NORMAL LANDING

Normal landing approaches can be made with power-on or idle power

with any flap setting desired and the PROP RPM lever set at 1900. Use

of FLAPS LAND is normally preferred to minimize touchdown speed

and subsequent need for braking. For a given flap setting, surface

winds and turbulence are usually the primary factors in determining the

most comfortable approach speed.

Actual touchdown should be made with idle power and on the main

wheels first, just slightly above stall speed. The nosewheel is then

gently lowered to the runway, the POWER lever repositioned to the

BETA range, and brakes applied as required. When clear of the

runway, reposition the FUEL CONDITION lever from HIGH IDLE to

LOW IDLE. This will reduce cabin and exterior noise levels as well as

reduce braking requirements when the POWER lever is positioned

ahead of the REVERSE range. Landings on rough or soft fields are

accomplished in a similar manner except that the nosewheel is lowered

to the runway at a lower speed to prevent excessive nose gear loads.

NOTE

The use of BETA range after touchdown is recommended

to reduce brake wear. Generally, the POWER lever can be

moved aft of the IDLE gate until it contacts a spring in the

control quadrant without substantial propeller erosion from

loose debris on the runway or taxiway.

FAA APPROVED

208BPHCUS-00

U.S.

4-65

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

LANDING (Continued)

SHORT FIELD LANDING

For short field landings, make a power approach at 78 KIAS with the

PROP RPM lever at MAX (full forward) and with FLAPS LAND. After all

approach obstacles are cleared, reduce power to idle. Maintain 78

KIAS approach speed by lowering the nose of the airplane. Touchdown

should be made with the POWER lever at IDLE, and on the main

wheels first. Immediately after touchdown, lower the nose gear,

reposition the POWER lever against the spring in the BETA range, and

apply heavy braking as required.

For maximum brake effectiveness after all three wheels are on the

ground, hold full nose up elevator and apply maximum possible brake

pressure without sliding the tires.

CAUTION

To minimize propeller blade erosion or possible

propeller blade damage, reverse thrust should be used

only when necessary to shorten the ground roll.

Bringing the propeller out of reverse before

decelerating through approximately

25 knots will

minimize propeller erosion.

FAA APPROVED

4-66

U.S.

208BPHCUS-00

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

LANDING (Continued)

CROSSWIND LANDING

For crosswind approaches, either the wing-low, crab or combination

method can be used. A flap setting between TO/APR and LAND is

recommended. Use a minimum flap setting for the field length. After

touchdown, lower the nosewheel and maintain control. Maintain a

straight course using the steerable nosewheel, ailerons, and

occasional braking if necessary.

BALKED LANDING

In a balked landing (go-around) climb, the wing flap setting should be

reduced to TO/APR after takeoff power is applied. After all obstacles

are cleared and a safe altitude and airspeed are obtained, the WING

FLAPS should be retracted to the UP position.

AFTER SHUTDOWN

If dusty conditions exist or if the last flight of the day has been

completed, install engine inlet covers to protect the engine from debris.

The covers can be installed after the engine has cooled (ITT indicator

showing “off scale” temperature). Secure the propeller to prevent

windmilling since no oil pressure is available for engine lubrication

when the engine is not running.

FAA APPROVED

208BPHCUS-00

U.S.

4-67

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

COLD WEATHER OPERATION

Special consideration should be given to the operation of the airplane’s

fuel system during the winter season or prior to any flight in cold

temperatures. Proper preflight draining of the fuel system is especially

important and will eliminate any free water accumulation. The use of an

anti-ice additive is required for anti-ice protection. Refer to Section 8 for

information on the proper use of fuel additives.

Cold weather often causes conditions which require special care prior

to flight. Operating the elevator and aileron trim tabs through their full

travel in both directions will assure smooth operation by reducing any

stiffness in these systems caused by the cold weather effects on

system lubrication. Even small accumulations of frost, ice, snow or

slush must be removed, particularly from wing, tail and all control

surfaces to assure satisfactory flight performance and handling. Also,

control surfaces must be free of any internal accumulations of ice or

snow.

The use of an external pre-heater reduces wear and abuse to the

engine and the electrical system. Pre-heat will lower the viscosity of the

oil trapped in the oil cooler, prior to starting in extremely cold

temperatures.

Use of an External Power Unit is recommended when ambient

temperatures are below -18°C (0°F). Make sure that oil temperature is

in the green band (32°C to 99°C) prior to takeoff to ensure sufficient

temperature for the oil to fuel heat exchanger to function properly.

If snow or slush covers the takeoff surface, allowance must be made for

takeoff distances which will be increasingly extended as the snow or

slush depth increases. The depth and consistency of this cover can, in

fact, prevent takeoff in many instances.

FAA APPROVED

4-68

U.S.

208BPHCUS-01

CESSNA

SECTION 4

MODEL 208B 867 SHP

NORMAL PROCEDURES

GARMIN G1000

HIGH ALTITUDE OPERATION

At altitudes above 20,000 feet, a compressor surge can be experienced

if engine power is rapidly re-applied immediately after a power

reduction. This characteristic is not detrimental to the engine and can

be eliminated completely by turning the BLEED AIR HEAT switch ON

and adjusting the TEMP HOT control knob to the mid-point setting.

ENGINE COMPRESSOR STALLS

An engine compressor stall can be noted by a single or multiple loud

popping noise from the engine compartment. This situation can be

resolved by reducing the engine power to a point where the “popping”

discontinues, and slowly advancing the POWER lever to the necessary

setting for continued flight. The use of BLEED AIR HEAT can also help

eliminate engine compressor stalls if this situation is encountered.

FAA APPROVED

208BPHCUS-00

U.S.

4-69

SECTION 4

CESSNA

NORMAL PROCEDURES

MODEL 208B 867 SHP

GARMIN G1000

NOISE CHARACTERISTICS

The noise levels for the Model 208B Caravan EX, equipped with the

PT6A-140 engine are 84.1 dB(A). These levels were established using

test data obtained and analyzed under procedures of 14 CFR 36,

Amendment 28 and the equivalent procedures of International Civil

Aviation Organization

(ICAO) Annex

16, Volume I, Sixth Edition,

Amendment 10. This airplane complies with Appendix G noise limits of

14 CFR 36 and Chapter 10 noise limits of ICAO Annex 16.

Noise levels were obtained at a maximum weight of 8807 pounds (3994

kg) with flaps set at TO/APR up to 50 feet, then a climb with flaps UP at

a speed of 108 KIAS and maximum power at 1900 RPM and 2397 FT

LB. No determination has been made by the Federal Aviation

Administration that the noise levels of this airplane are, or should be,

acceptable or unacceptable for operation at, into, or out of, any airport.

The following procedures are suggested to minimize the effect of

airplane noise on the public:

1. Pilots operating airplanes under VFR over outdoor assemblies

of persons, recreational and park areas, and other noise

sensitive areas should make every effort to fly not less than

2000 feet above the surface, weather permitting, even though

flight at a lower level can be consistent with the provisions of

government regulations.

2. During departure from or approach to an airport, climb after

takeoff and descent for landing should be made so as to avoid

prolonged flight at low altitude near noise-sensitive areas.

NOTE

The above recommended procedures do not apply where

they would conflict with Air Traffic Control clearances or

instructions, or where, in the pilot's judgment, an altitude of

less than 2000 feet is necessary to adequately exercise the

duty to see and avoid other airplanes.

FAA APPROVED

4-70

U.S.

208BPHCUS-00

CESSNA

SECTION 5

MODEL 208B 867 SHP

PERFORMANCE

GARMIN G1000

PERFORMANCE

TABLE OF CONTENTS

Page

Introduction

5-3

Use of Performance Charts

5-3

Sample Problem

5-4

Takeoff

5-5

Cruise

5-7

Fuel Required

5-8

Landing

5-11

Airspeed Calibration - Normal Static Source

5-12

Airspeed Calibration - Alternate Static Source

5-13

Altimeter Correction - Alternate Static Source

5-14

Pressure Conversion

5-15

Temperature Conversion Chart

5-16

ISA Conversion and Operating Temperature Limits

5-17

Stall Speeds

5-18

Wind Components

5-19

Maximum Engine Torque for Takeoff

5-20

Maximum Engine Torque for Climb

5-22

AIRPLANES WITH CARGO POD

Short Field Takeoff Distance

5-24

Flaps UP Takeoff Distance

5-29

Rate of Climb - Takeoff Flap Setting

5-32

Climb Gradient - Takeoff Flap Setting

5-33

Maximum Rate of Climb - Flaps UP

5-34

Climb Gradient - Takeoff - Flaps UP

5-35

Cruise Climb - Flaps UP - 115 KIAS

5-36

Rate of Climb - Balked Landing

5-37

Time, Fuel, and Distance to Climb - Maximum Rate of Climb

5-39

Time, Fuel, and Distance to Climb - Cruise Climb - 115 KIAS

5-40

Cruise Performance

5-41

Cruise Maximum Torque

5-52

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

5-1

SECTION 5

CESSNA

PERFORMANCE

MODEL 208B 867 SHP

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

AIRPLANES WITH CARGO POD INSTALLED (Continued)

Fuel and Time Required - Maximum Cruise Power (40-200 NM) . 5-59

Fuel and Time Required - Maximum Cruise Power (200-1000 NM) 5-60

Fuel and Time Required - Maximum Range Power (40-200 NM) . 5-61

Fuel and Time Required - Maximum Range Power (200-1000 NM)5-62

Range Profile

5-63

Endurance Profile

5-64

Time, Fuel, and Distance to Descend

5-65

Short Field Landing Distance

5-67

AIRPLANES WITHOUT CARGO POD

Short Field Takeoff Distance

5-72

Flaps UP Takeoff Distance

5-77

Rate of Climb - Takeoff Flap Setting

5-80

Climb Gradient - Takeoff Flap Setting

5-81

Maximum Rate of Climb - Flaps UP

5-82

Climb Gradient - Takeoff - Flaps UP

5-83

Cruise Climb - Flaps UP - 115 KIAS

5-84

Rate of Climb - Balked Landing

5-85

Time, Fuel, and Distance to Climb - Maximum Rate of Climb

5-87

Time, Fuel, And Distance to Climb - Cruise Climb - 115 KIAS

5-88

Cruise Performance

5-89

Cruise Maximum Torque

5-101

Fuel and Time Required Maximum Cruise Power (40-200 NM). . 5-108

Fuel and Time Required Maximum Cruise Power (200-1000 NM) 5-109

Fuel and Time Required Maximum Range Power (40-200 NM) . .5-110

Fuel and Time Required Maximum Range Power (200-1000 NM) 5-111

Range Profile

5-112

Endurance Profile

5-113

Time, Fuel, and Distance to Descend

5-114

Short Field Landing Distance

5-115

FAA APPROVED

5-2

U.S.

208BPHCUS-00

CESSNA

SECTION 5

MODEL 208B 867 SHP

PERFORMANCE

GARMIN G1000

INTRODUCTION

Performance data charts on the following pages are presented so that

you may know what to expect from the airplane under various

conditions, and also, to facilitate the planning of flights in detail and with

reasonable accuracy. The data in the charts has been computed from

actual flight tests using average piloting techniques and an airplane

and engine in good condition and equipped with a Hartzell propeller.

WARNING

To make sure that performance in this section can

be duplicated, the airplane and engine must be

maintained in good condition. Pilot proficiency and

proper preflight planning using data necessary for

all flight phases is also required to assure expected

performance with ample margins of safety.

It should be noted that the performance information presented in the

range and endurance profile charts allows for 45 minutes reserve fuel

at the specified cruise power and altitude. Some indeterminate

variables such as engine and propeller condition, and air turbulence

may account for variations of 10% or more in range and endurance.

Therefore, it is important to utilize all available information to estimate

the fuel required for the particular flight.

Notes have been provided on various graphs and tables to

approximate performance with the INERTIAL SEPARATOR in BYPASS

and/or cabin heat on. The effect will vary, depending upon airspeed,

temperature, and altitude. At lower altitudes, where operation on the

torque limit is possible, the effect of the inertial separator will be less,

depending upon how much power can be recovered after the separator

vanes have been extended.

In some cases, performance charts in this section include data for

temperatures which are outside of the ISA Conversion and Operating

Temperature Limits chart. This data has been included to aid in

interpolation.

USE OF PERFORMANCE CHARTS

Performance data is presented in tabular or graphical form to illustrate

the effect of different variables. Sufficiently detailed information is

provided in the tables so that conservative values can be selected and

used to determine the particular performance figure with reasonable

accuracy.

FAA APPROVED

208BPHCUS-00

U.S.

5-3

SECTION 5

CESSNA

PERFORMANCE

MODEL 208B 867 SHP

GARMIN G1000

SAMPLE PROBLEM

The following sample flight problem utilizes information from the

various charts to determine the predicted performance data for a typical

flight of an airplane equipped with a cargo pod. A similar calculation

can be made for an airplane without a cargo pod using charts identified

as appropriate for this configuration. Assume the following information

has already been determined:

AIRPLANE CONFIGURATION

(CARGO POD INSTALLED)

Takeoff weight

8600 Pounds

Usable fuel

2246 Pounds

TAKEOFF CONDITIONS:

Field pressure altitude

3500 Feet

Temperature

16°C (8°C Above Standard)

Wind component along runway

12 Knot Headwind

Field length

4000 Feet

(Paved, Level, Dry

Runway)

CRUISE CONDITIONS:

Total distance

650 Nautical Miles

Pressure altitude

11,500 Feet

Temperature

8°C

Expected wind enroute

10 Knot Headwind

LANDING CONDITIONS:

Field pressure altitude

1500 Feet

Temperature

25°C

Wind component along runway

12 Knot Headwind

Field length

3000 Feet

(Paved, Level, Dry

Runway)

FAA APPROVED

5-4

U.S.

208BPHCUS-00

CESSNA

SECTION 5

MODEL 208B 867 SHP

PERFORMANCE

GARMIN G1000

SAMPLE PROBLEM (Continued)

TAKEOFF

The Takeoff Distance chart should be consulted, keeping in mind that

distances shown are based on the short field technique. Conservative

distances can be established by reading the chart at the next higher

value of weight, altitude and temperature. For example, in this

particular sample problem, the takeoff distance information presented

for a weight of 8807 pounds (3994 kg), pressure altitude of 4000 feet

and a temperature of 20°C should be used and results in the following:

1965 Feet

Ground roll

Total distance to clear a 50-foot obstacle

3010 Feet

These distances are well within the available takeoff field length.

However, a correction for the effect of wind may be made based on

information presented in the note section of the takeoff chart. The

correction for a 12 knot headwind is:

12 Knots

X 10% = 11% Decrease

11 Knots

This results in the following takeoff distances, corrected for a 12 knot

headwind:

Ground roll, zero wind

1965 Feet

Decrease in ground roll (1965 feet X 11%)

-216 Feet

Corrected ground roll

1749 Feet

Total distance to clear a 50-foot obstacle, zero wind

3010 Feet

Decrease in total distance (3010 feet X 11%)

-331 Feet

Corrected total distance to clear 50-foot obstacle

2679 Feet

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

5-5

SECTION 5

CESSNA

PERFORMANCE

MODEL 208B 867 SHP

GARMIN G1000

SAMPLE PROBLEM (Continued)

TAKEOFF (Continued)

The Maximum Engine Torque For Takeoff chart should be consulted for

takeoff power setting. For the above ambient conditions, the power

setting is:

Takeoff Torque

2397 FT-LB

The Maximum Engine Torque For Climb chart should be consulted for

climb power setting from field elevation to cruise altitude. For the above

ambient conditions, the power setting is:

2189 FT-LB

Field Elevation Maximum Climb Torque

Cruise Altitude Maximum Climb Torque

1713 FT-LB

FAA APPROVED

5-6

U.S.

208BPHCUS-00

CESSNA

SECTION 5

MODEL 208B 867 SHP

PERFORMANCE

GARMIN G1000

SAMPLE PROBLEM (Continued)

CRUISE

The cruising altitude should be selected based on a consideration of

trip length, winds aloft, and the airplane’s performance. A cruising

altitude and the expected wind enroute have been given for this sample

problem. However, the power setting selection for cruise must be

determined based on several considerations.

These include the cruise performance characteristics presented in the

Cruise Performance, Cruise Maximum Torque charts, Fuel and Time

Required, and the Range and Endurance Profile charts.

The Range Profile chart shows range at maximum cruise power and

also at maximum range power. For this sample problem, maximum

cruise power and 1900 RPM will be used.

The Cruise Performance chart for 12,000 feet pressure altitude is

entered using 10°C temperature. These values most nearly correspond

to the planned altitude and expected temperature conditions. The

torque setting for maximum cruise power is 1517 FT-LB torque at 1900

RPM which results in the following:

173 Knots

True Airspeed

Cruise Fuel Flow

364 PPH

FAA APPROVED

208BPHCUS-00

U.S.

5-7

SECTION 5

CESSNA

PERFORMANCE

MODEL 208B 867 SHP

GARMIN G1000

SAMPLE PROBLEM (Continued)

FUEL REQUIRED

The total fuel requirement for the flight may be estimated using the

performance information in the Time, Fuel, and Distance to Climb chart,

Cruise Performance chart, and Time, Fuel, and Distance to Descend

chart or in the Fuel and Time Required (Maximum Cruise Power) chart

and Fuel and Time Required (Maximum Range Power) chart. The

longer detailed method will be used for this sample problem, but the

use of Fuel and Time Required (Maximum Cruise Power) or Fuel and

Time Required (Maximum Range Power) charts will provide the desired

information for most flight planning purposes.

START UP, TAXI AND TAKEOFF

The fuel required for a standard start up, taxi and takeoff is

approximately 35 pounds. Additional fuel will be required for extended

taxi and hold times and must be accounted for during preflight planning.

CLIMB

For this sample problem, the Time, Fuel, And Distance To Climb -

Maximum Rate Climb chart may be used to determined the time, fuel

and distance required for a maximum rate of climb for a weight of 8807

pounds and a temperature

20°C above standard. The difference

between the values shown in the table for 4000 feet and 12,000 feet

result in the following:

Time:

11 Minutes

Fuel:

77 Pounds

Distance:

22 Nautical Miles

(Continued Next Page)

FAA APPROVED

5-8

U.S.

208BPHCUS-00

CESSNA

SECTION 5

MODEL 208B 867 SHP

PERFORMANCE

GARMIN G1000

SAMPLE PROBLEM (Continued)

FUEL REQUIRED (Continued)

DESCENT

Similarly, the Time, Fuel, And Distance For Cruise Descent chart shows

that a descent from 12,000 feet to Sea Level results in the following:

Time:

15 Minutes

Fuel:

77 Pounds

Distance:

43 Nautical Miles

The distances shown on the climb and descent charts are for zero

wind. A correction for the effect of wind may be made as follows:

Distance during climb with no wind:

22 Nautical Miles

Decrease in distance due to wind:

(11/60 x 10 knots headwind)

- 2 Nautical Miles

Corrected distance to climb:

20 Nautical Miles

Similarly, the distance for descent may be corrected for the effect of

wind and results in the following.

Distance during descent with no wind:

43 Nautical Miles

Decrease in distance due to wind:

(15/60 x 10 knots headwind)

- 3 Nautical Miles

Corrected distance during descent:

40 Nautical Miles

(Continued Next Page)

FAA APPROVED

208BPHCUS-00

U.S.

5-9

SECTION 5

CESSNA

PERFORMANCE

MODEL 208B 867 SHP

GARMIN G1000

SAMPLE PROBLEM (Continued)

FUEL REQUIRED (Continued)

CRUISE

The cruise distance is then determined by subtracting the distance

during climb and distance during descent from the total distance.

Total distance:

650 Nautical Miles

Distance during climb:

- 20 Nautical Miles

Distance during descent:

- 40 Nautical Miles

Cruise distance:

590 Nautical Miles

With an expected 10 knot headwind, the ground speed for cruise is

predicted to be:

173 Knots

-10 Knots

163 Knots

Therefore, the time required for the cruise portion of the trip is:

590 Nautical Miles

= 3.6 Hours

163 Knots

The fuel required for cruise is:

3.6 hours X 364 pounds/hour = 1311 Pounds

A 45-minute reserve requires:

X 364 pounds/hour

= 273 Pounds

(Continued Next Page)

FAA APPROVED

5-10

U.S.

208BPHCUS-00

CESSNA

SECTION 5

MODEL 208B 867 SHP

PERFORMANCE

GARMIN G1000

SAMPLE PROBLEM (Continued)

FUEL REQUIRED (Continued)

The total estimated fuel required is as follows:

Engine start, taxi, and takeoff

35 Pounds

Climb

+77 Pounds

Cruise

+1311 Pounds

Descent

+77 Pounds

Reserve

+ 273 Pounds

Total Fuel Required

1773 Pounds

Once the flight is underway, ground speed checks will provide a more

accurate basis for estimating the time enroute and the corresponding

fuel required to complete the trip with ample reserve.

LANDING

A procedure similar to takeoff should be used for estimating the landing

distance at the destination airport. The estimated landing weight is as

follows:

Takeoff weight

8600 Pounds

Fuel required for climb, cruise, and descent

-1773 Pounds

Landing weight

6827 Pounds

The Short Field Landing Distance chart presents landing distance

information for the short field technique. The landing distances for a

weight of

7000 pounds and corresponding to 2000 feet pressure

altitude and a temperature of 30°C should be used and are as follows:

Ground roll

935 Feet

Total distance to clear a 50-foot obstacle

1740 Feet

A correction for the effect of wind may be made based on information

presented in the note section of the landing chart, using the same

procedure as outlined for takeoff.

FAA APPROVED

208BPHCUS-00

U.S.

5-11

Cessna 208B Grand Caravan EX. Airplane Flight Manual (2012) - page 3