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

CESSNA

SECTION 6

MODEL 208B 867 SHP

WEIGHT AND BALANCE/

GARMIN G1000

EQUIPMENT LIST

WEIGHT AND BALANCE/

EQUIPMENT LIST

TABLE OF CONTENTS

Page

Introduction

6-3

Airplane Weighing Form

6-5

Sample Weight and Balance Record

6-6

Airplane Weighing Procedures

6-7

Weight and Balance

6-9

CLCalc

6-12

Weight and Balance Record (Load Manifest)

6-13

Crew and Passenger Loading

6-18

Baggage/Cargo Loading

6-19

Cabin Cargo Area

6-19

Cargo Pod

6-26

Maximum Zone/Compartment Loadings

6-26

Center of Gravity Precautions

6-27

Cargo Load Restraint

6-28

Prevention of Movement

6-28

Loading of Piercing or Penetrating Items

6-29

Transportation of Hazardous Materials

6-30

Equipment List

6-30

Cabin Internal Dimensions

6-31

Pod Internal Dimensions and Load Markings

6-33

Cabin Internal Load Markings

6-34

Cargo Barrier and Barrier Nets

6-35

Cargo Partition Net

6-36

Maximum Cargo Sizes

6-37

Cargo Tiedown Attachments

6-38

Cabin Internal Loading Arrangements

6-40

Cargo Pod Loading Arrangement

6-43

Loading/Tiedown by Zone and Load

6-44

Typical Cargo Restraint Methods

6-45

Weight and Moment Tables

6-46

Sample Loading Problem

6-52

Center of Gravity Limits

6-54

Center of Gravity Moment Envelope

6-55

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INTRODUCTION

This section describes the procedure for establishing the basic empty

weight and moment of the airplane. Sample forms are provided for

reference. Procedures for calculating the weight and moment for

various operations are also provided. For additional information

regarding Weight and Balance procedures, refer to the Aircraft Weight

and Balance Handbook (FAA-H-8083-1).

In order to achieve the performance and flight characteristics which are

designed into the airplane, it must be flown within approved weight and

center of gravity limits. Although the airplane offers flexibility of loading,

it cannot be flown with full fuel tanks and a full complement of

passengers or a normal crew and both cabin and cargo pod (if

installed) loading zones filled to maximum capacity. The pilot must

utilize the loading flexibility to make sure the airplane does not exceed

its maximum weight limits and is loaded within the center of gravity

range before takeoff.

Weight is important because it is a basis for many flight and structural

characteristics. As weight increases, takeoff speed must be greater

since stall speeds are increased, the rate of acceleration decreases,

and the required takeoff distance increases. Weight in excess of the

maximum takeoff weight may be a contributing factor to an accident,

especially when coupled with other factors such as temperature, field

elevation, and runway conditions, all of which may adversely affect the

airplane’s performance. Climb, cruise, and landing performance will

also be affected. Flights at excess weight are possible, and may be

within the performance capability of the airplane, but loads for which

the airplane was not designed may be imposed on the structure,

especially during landing.

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INTRODUCTION (Continued)

The pilot should routinely determine the balance of the airplane since it

is possible to be within the maximum weight limit and still exceed the

center of gravity limits. An airplane loading which exceeds the forward

center of gravity limit may place heavy loads on the nosewheel, and the

airplane will be slightly more difficult to rotate for takeoff or flare for

landing. If the center of gravity is too far aft, the airplane may rotate

prematurely on takeoff, depending on trim settings. A properly loaded

airplane, however, will perform as intended. Before the airplane is

licensed, a basic empty weight, center of gravity (C.G.) and moment are

computed.

Specific information regarding the weight, arm, moment, and installed

equipment for this airplane as delivered from the factory can be found

in the plastic envelope in the back of this POH/AFM. Using the basic

empty weight and moment, the pilot can determine the weight and

moment for the loaded airplane by computing the total weight and

moment and then determining whether they are within the approved

Center of Gravity Moment Envelope

WARNING

It is the responsibility of the pilot to make sure that

the airplane is loaded properly. Operation outside

of prescribed weight and balance limitations could

result in an accident and serious or fatal injury.

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AIRPLANE WEIGHING PROCEDURES

AIRPLANE PREPARATION

Remove all snow, ice or water which may be on the

airplane.

Inflate tires to recommended operating pressure.

Lock open fuel tank sump quick-drains and fuel reservoir

quick-drain to drain all fuel.

For airplanes with optional equipment installed, see the

appropriate POH/AFM supplement for additional weighing

procedures.

Service engine oil as required to obtain a normal full

indication (MAX HOT or MAX COLD, as appropriate, on

dipstick).

Slide to move pilot and front passenger seats to position the

seat locking pins on the back legs of each seat at Fuselage

Station

145.0. Aft passenger seats

(if installed) have

recommended fixed positions and should be located, using

a Fuselage Station location code on the seat rails, as

described in the Cabin Internal Loading Arrangements

figure. In the event the aft seats were moved to

accommodate a custom loading, they should be returned to

the standard locations prior to weighing.

Raise flaps to fully retracted positions.

Place all control surfaces in neutral position.

Remove all non-required items from airplane.

LEVELING

a. Place scales under each wheel (minimum scale capacity,

2000 pounds nose, 4000 pounds each main). The main

landing gear must be supported by stands, blocks, etc., on

the main gear scales to a position at least four inches higher

than the nose gear as it rests on an appropriate scale. This

initial elevated position will compensate for the difference in

waterline station between the main and nose gear so that

final leveling can be accomplished solely by deflating the

nose gear tire.

b. Deflate the nose tire to properly center the bubble in the

level (see Airplane Weighing Form). Since the nose gear

strut contains an oil snubber for shock absorption rather

than an air/oil strut, it can not be deflated to aid in airplane

leveling.

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AIRPLANE WEIGHING PROCEDURES (Continued)

3. WEIGHING

a. Weigh airplane in a closed hangar to avoid errors caused by

air currents.

b. With the airplane level and brakes released, record the

weight shown on each scale. Deduct the tare from each

reading.

4. MEASURING

a. Obtain measurement A by measuring horizontally (along

airplane centerline) from a line stretched between the main

wheel centers to a plumb bob dropped from the center of the

nose jack point located below the firewall and housed within

the nose strut fairing.

b. Obtain measurement B by measuring horizontally and

parallel to the airplane centerline, from center of nose wheel

axle, left side, to a plumb bob dropped from the line between

the main wheel centers. Repeat on right side and calculate

the average of the measurements.

Using weights from step 3 and measurements from step 4, the

airplane weight and C.G. can be determined.

Basic Empty Weight may be determined by completing Figure 6-

1, Airplane Weighing Form in this section.

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WEIGHT AND BALANCE

The following information will enable you to operate your Cessna within

the prescribed weight and center of gravity limitations. To figure weight

and balance, use the Sample Loading Problem, Weight and Moment

Tables, and Center of Gravity Moment Envelope as follows:

Take the basic empty weight and moment from appropriate

weight and balance records carried in your airplane, and enter

them in the column titled “YOUR AIRPLANE” on the Sample

Loading Problem.

NOTE

In addition to the basic empty weight and moment noted on

these records, the C.G. arm (Fuselage Station) is also

shown, but need not be used on the Sample Loading

Problem. The moment which is shown must be divided by

1000 and this value used as the moment/1000 on the

loading problem.

Use the Weight and Moment Tables to determine the moment/

1000 for each additional item to be carried, then list these on the

loading problem.

NOTE

Information on the Weight and Moment Tables for different

fuel grades is based on average fuel density at fuel

temperatures of

60°F. However, fuel weight increases

approximately

0.1 pounds per gallon for each

25°F

decrease in fuel temperature. Therefore, when

environmental conditions are such that the fuel temperature

is different than shown in the chart heading, a new fuel

weight calculation should be made using the 0.1 pounds

per gallon increase in fuel weight for each 25°F decrease in

fuel temperature. Assume the tanks are completely filled

and the fuel temperature is at 35°F (25°F below the 60°F

noted on the chart).

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WEIGHT AND BALANCE (Continued)

3. Calculate the revised fuel weight by multiplying the total usable

fuel by the sum of the average density (stated on chart) plus the

increase in density estimated for the lower fuel temperature. In

this particular sample, as shown by the calculation below, the

resulting fuel weight increase due to lower fuel temperature will

be 32.0 pounds over the 2246 pounds (for 335 gallons) shown

on the chart, which might be significant in an actual loading

situation:

335 gallons X (6.7 + 0.1 pounds per gallon) = 2278 pounds

revised fuel weight.

Then calculate the revised fuel moment. The revised moment is

in direct proportion to the revised fuel weight:

X (revised moment)

= 2278 (revised weight)

456.1 (average moment)

= 2246 (average weight)

X = (456.1 X 2278) / 2246

The revised moment of X = 462.6. This value would be used on

the Sample Loading Problem as the moment/1000 in conditions

represented by this sample.

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WEIGHT AND BALANCE (Continued)

NOTE

Information on the Weight and Moment Tables for crew,

passenger, and cargo is based on the pilot and front

passenger sliding seats positioned for average occupants

(e.g., Fuselage Station 135.5), the aft passenger fixed seats

(if installed) in the recommended position, and the baggage

or cargo uniformly loaded around the center (e.g., Fuselage

Station 172.1 in Zone 1) of the zone fore and aft boundaries

(e.g., Fuselage Stations 155.4 and 188.7 in Zone 1) shown

on Figure 6-11, Cabin Internal Loading Arrangements. For

loadings which may differ from these, the Loading

Arrangements figure and Sample Loading Problem lists

Fuselage Stations for these items to indicate their forward

and aft C.G. range limitations. Additional moment

calculations, based on the actual weight and C.G. arm

(Fuselage Station) of the item being loaded, must be made

if the position of the load is different from that shown on the

Weight and Moment Tables. For example, if seats are in

any position other than stated on Figure

6-11, Cabin

Internal Loading Arrangements, the moment must be

calculated by multiplying the occupant weight times the arm

in inches. A point nine inches forward of the intersection of

the seat bottom and seat back (with cushions compressed)

can be assumed to be the occupant C.G. For a reference in

determining the arm, the forward face of the raised aft

cargo floor is Fuselage Station 332.0.

Total

the weights and moments/1000 and plot these values on

the

Figure 6-18, Center of Gravity Moment Envelope to determine whether

the point falls within the envelope, and if the loading is acceptable.

WARNING

It is the responsibility of the pilot to make sure that

the airplane is correctly loaded. Operation outside

of prescribed weight and balance limitations could

result in an accident and serious or fatal injury.

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WEIGHT AND BALANCE (Continued)

CLCALC

Loading calculations may also be completed using the CLCalc

application included in the CESNAV software package. CLCalc is

approved for use as an alternative source to the FAA Approved Weight

and Balance Manual to determine weight and balance data for a

particular flight. CLCalc and the Weight and Balance Manual methods

are each equally valid sources of weight and balance data; however,

the operator must use data from only one of these sources for a given

determination. Instructions for completing a loading calculation using

CLCalc are included in the Help menu of the CLCalc application.

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WEIGHT AND BALANCE (Continued)

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

A Weight and Balance Record

(Load Manifest) is available for

recording the cargo loading configuration of each flight and verifying

that the airplane weight and takeoff center of gravity in terms of %

Mean Aerodynamic Chord (MAC) is acceptable. A sample of this record

is shown in this section. The procedure for using this record is

summarized below.

1. Enter flight date and number, point of departure and destination,

and airplane identification in spaces provided.

2. Enter weight of cargo in each cabin cargo zone in appropriate

ITEM WEIGHT spaces. Total cabin cargo weights in space

provided as a check that maximum allowable cabin cargo weight

of 3400 pounds is not exceeded. Refer to other portions of the

POH/AFM for additional limitations which must be observed.

3. Enter weight of cargo in cargo pod and weight of pilot, copilot,

and TKS fluid (if installed).

4. Complete ITEM INDEX column for all cargo, pilot, passenger,

and TKS fluid (if installed) by referring to adjacent WEIGHT

INDICES listing. For each cargo or personnel weight recorded

previously, read across horizontally to the vertical column having

an identical weight at the top. The number shown at this

intersection is the weight index for the recorded weight. As an

example, 300 pounds of cargo loaded in cabin Zone 1 has a

weight index of 988, and this number should be entered under

ITEM INDEX for cabin Zone 1.

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WEIGHT AND BALANCE (Continued)

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

(Continued)

NOTE

If weight to be loaded does not match one of the weight

increments provided, and a more precise weight index is

needed, use the LOAD ITEM INDEX formula on the

backside of the Weight and Balance Record

(Load

Manifest) to calculate the index. However, as shown in the

sample calculation below for a 315-pound load (instead of

300 pounds) in cabin Zone 1, minor weight variables do not

affect the weight index significantly. The ARM used in the

following calculation is the centroid of cabin Zone 1 as

shown on the diagram on the backside of the record.

315 X (172.1 - 192) = -12.5

500

1000 - 12.5 = 987.5

The weight index of 987.5, when rounded to the next highest

number, would still result in the 988 given in the example above

for a 300-pounds load.

5. Add weight of pod cargo, pilot, passenger, and TKS fluid (if

installed) to sub-total weight for cabin cargo and enter this value

as the weight of the total payload; the sum of all item indices

recorded is the item index for the total payload. For calculation

purposes, enter only the last three digits of the total in the ITEM

INDEX columns.

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WEIGHT AND BALANCE (Continued)

WEIGHT AND BALANCE RECORD (LOAD MANIFEST)

(Continued)

Enter basic empty weight (from airplane weight and balance

information) in ITEM WEIGHT column for aircraft empty weight.

Calculate weight index using the BASIC AIRPLANE INDEX

formula on the backside of the Weight and Balance Record

(Load Manifest). The sample calculation below is for an airplane

with a basic empty weight of 5005 pounds and a C.G. arm of

185.69.

5005 X (185.69 - 192) + 500 = 436.84

500

In the aircraft empty weight spaces for the airplane in this

sample, a weight of 5005 and an index of 437 would be entered.

Add aircraft empty weight and index to payload weight and index

to acquire a zero fuel weight and index. A plot of this weight and

index on the adjacent chart indicates the location of the zero fuel

weight center of gravity in terms of % MAC. A C.G. % MAC

space is provided to enter this value. If the zero fuel weight C.G.

falls well within clear area of chart envelope, the loading will

likely be acceptable. however, if the C.G. at this weight fall near

or within shaded area, a careful recheck of the loading and C.G.

is important.

The weight available for takeoff fuel is the difference between

zero fuel weight and takeoff weight. A FUEL INDICES table at

bottom of Weight and Balance Record (Load Manifest) provides

an index for the weight of fuel to be carried. The fuel weight and

this index should be entered for takeoff fuel. When calculating

takeoff fuel, 35 pounds of additional fuel can be allowed as taxi

fuel under average conditions. A space for taxi fuel weight is

provided.

Add takeoff fuel weight and index to zero fuel weight and index

to acquire a takeoff weight and index which can be plotted to

determine the takeoff C.G. location in terms of % MAC. A C.G. %

MAC space is provided for this value.

10. Enter 8807 pounds as the maximum allowable takeoff weight for

this airplane. The additional 35 pounds of taxi fuel provides a

maximum ramp weight of 8842 pounds.

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CREW AND PASSENGER LOADING

The pilot and front passenger positions in all airplanes have six-way

adjustable seats. These seats slide forward and aft on tracks that have

adjustment holes for seat position.

The Passenger Version has aft passenger seating with two

configurations of Commuter Seating.

The first Commuter Seating configuration has three individual, fixed-

position passenger seats on the left side of the cabin, and three two

place fixed-position, bench seats located on the right side of the cabin

in a side-by-side arrangement.

The second Commuter Seating configuration includes four individual,

fixed-position, passenger seats on the left side of the cabin and four

individual, fixed-position passenger seats on the right side of the cabin

in a side-by-side arrangement.

WARNING

None of the airplane seats are approved for

installation facing aft.

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BAGGAGE/CARGO LOADING

CABIN CARGO AREA

Cargo may be carried in the cabin of either the Cargo Version or the

Passenger Version. The cabin interior of the Cargo Version is

specifically equipped for carrying cargo. However, after seat removal

and the installation of miscellaneous equipment, the Passenger

Version will also fulfill the requirements of cargo missions. The following

paragraphs generally describe the cargo area of both versions.

To facilitate the carrying of large or bulky items, all aft seats (Passenger

Version Only) and the front passenger seat may be removed from the

airplane. If a cargo barrier and nets are available for installation,

removal of the front passenger seat may not be desired. Mission

requirements will dictate whether the barrier is to be used and the

number of seats removed. If seats are removed for hauling cargo and

the cargo barrier and nets are installed, the basic empty weight and

C.G. moment of the airplane should be adjusted so that these values

accurately represent the weight and moment of the airplane before

To calculate the new weight and moment, refer to the airplane

equipment list and acquire the weight and C.G. arm of each item of

equipment to be removed or added, then record these values on the

Sample Weight and Balance Record, to assist in the calculation. For

each item of equipment, multiply its weight by its C.G. arm to provide

the moment for that item. Subtract weights of removed items (seats)

and add weights of installed items (cargo barrier and nets) to the

original basic empty weight to provide a new basic empty weight.

Likewise, subtract the moments of removed items and add the

moments of installed items to the original moment to provide a new

airplane moment. Remember that the moment value is to be divided by

1000 to reduce the number of digits. The new basic empty weight and

moment/1000 can be used as illustrated in the Sample Loading

Problem when figuring airplane loading with the selected items of

equipment removed and/or installed.

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BAGGAGE/CARGO LOADING (Continued)

CABIN CARGO AREA (Continued)

With all seats except the pilot’s seat removed, a large cabin volume is

available for baggage/cargo. If a cargo barrier is installed, the total

volume available for cargo behind the barrier is 340 cubic feet.

Cargo can be loaded through the large, almost square, two-piece cargo

door. The floor is flat from the firewall (FS 100.0) to the aft side of the

cargo door (FS 332.0), except for a small area around the rudder

pedals. This area is limited to a 200 pound per square foot maximum

allowable loading.

Between FS 332.0 and 356.0, additional cargo space is provided on a

floorboard raised approximately five inches above the main cabin floor.

The raised baggage/cargo area contains eight anchor plates where

quick-release tiedown fittings can be attached. This raised area is

limited to a maximum cargo capacity of 320 pounds.

In the front passenger seat area, FS 125.00 to 159.98, “I” section seat

tracks are installed where tiedown block assemblies can be clamped to

the tracks to serve as tiedown attachment points.

From FS 158.00 to 332.0, seat tracks are provided and designed to

receive quick-release tiedown fittings which can be snapped into the

tracks at 1.00 inch intervals.

If rope, cable or other fittings are used for tiedowns, they should be

rated at a minimum of 2100 pounds when used with all fittings noted in

Figure 6-10, Cargo Tie-Down Attachments. The only exception is the

double-stud quick-release tiedowns which require a 3150 pound rating.

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BAGGAGE/CARGO LOADING (Continued)

CABIN CARGO AREA (Continued)

Strategically located nutplates are provided throughout the cabin which

allow for the installation of plywood flooring option (standard equipment

on Cargo Versions). The plywood flooring provides protection for the

floor structure, assists in the ease of loading cargo and helps with the

distribution of concentrated loads.

Maximum allowable cargo loads will be determined by the individual

zone weight limitation and by the airplane weight and C.G. limitations.

The number of tiedowns required is dependent on the load(s) to be

secured. Figure

6-10, Cargo Tie-Down Attachments, shows the

maximum allowable cargo weight for each type of cargo tiedown

attachment.

On Cargo Versions, the sidewalls in the cargo area are marked with

vertical lines to facilitate the identification of six loading zones.

Markings located on the sidewalls between the lines identify each zone

by number and display the maximum load which can be carried within

the zones. Refer to Figure 6-6, Cabin Internal Load Markings (Cargo

Version), for maximum zone weight limits.

CAUTION

The maximum load values marked in each zone are

predicated on all cargo being tied down within the

zones.

On Cargo Versions, a horizontal line labeled “75%” is prominently

marked along each sidewall as a loading reference. As indicated on a

placard on the lower cargo door, zones forward of the last loaded zone

must be at least 75% full by volume. Whenever possible, each zone

should be loaded to its maximum available volume prior to loading the

next zone. An additional placard located on the right sidewall between

Zones 5 and 6 cautions that if the load in Zone 5 exceeds 400 pounds,

a cargo partition net is required aft of the load or the load must be

secured to the floor. Refer to Figure 6-6, Cabin Internal Load Markings

(Cargo version), for additional details on installed placards and loading

requirements.

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BAGGAGE/CARGO LOADING (Continued)

CABIN CARGO AREA (Continued)

CARGO BARRIER AND NETS

A cargo barrier and three barrier nets may be installed directly behind

the pilot’s and front passenger’s seats. The barrier and nets prevent

loose cargo from moving forward into the pilot’s and front passenger’s

area during an abrupt deceleration.

The barrier consists of a U-shaped divider constructed out of

honeycomb composite. The bottom portion of the barrier attaches to

the pilot and front passenger seat rails at four locations (FS 153.0). The

top portion attaches to cabin top structure at approximately FS 166.0.

The cargo barrier nets consist of three nets, one for the left sidewall,

one for the right sidewall, and one for the center. The left and right nets

fill in the space between the barrier assembly and the airplane

sidewalls. The side nets are fastened to the airplane sidewalls and the

edge of the barrier with six quick-release fasteners each, three on each

side. The center net fills in the opening in the top center of the barrier.

The center net is fastened with four fasteners, two on each side.

Horizontal lines labeled 75% are marked on the aft side of the cargo

barrier. Placards above the horizontal lines caution that the maximum

allowable load behind the barrier is 3400 pounds total, and that zones

forward of the last loaded zone must be at least 75% full by volume.

Refer to Figure 6-7, Cargo Barrier and Barrier Nets, for additional

details on installed placards and loading requirements.

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BAGGAGE/CARGO LOADING (Continued)

CABIN CARGO AREA (Continued)

CARGO BARRIER AND NETS (Continued)

WARNING

•

When utilized, the cargo barrier and its attached

nets provide cargo forward crash load restraint

and protection of the pilot and front passenger;

however, the cargo must still be secured to

prevent it from shifting due to takeoff, flight,

landing,

and taxi

accelerations

and

decelerations.

•

On the passenger version, if passengers as well

as cargo, are located aft of the barrier, cargo

placement must allow movement and exit of the

passengers and the cargo must be secured for

crash load restraint conditions. Refer to Cargo

Load Restraint in this section for additional

information concerning cargo restraint with and

without a cargo barrier.

•

Make sure the barrier net fasteners are secured

for takeoff, landing, and inflight operations, and

are momentarily detached only for movement of

the nets for loading/unloading of items through

the crew area.

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BAGGAGE/CARGO LOADING (Continued)

CABIN CARGO AREA (Continued)

CARGO PARTITION NETS

Cargo partition nets are available and can be installed to divide the

cargo area into convenient compartments. Partitions may be installed in

all of the five locations at FS 188.7, 246.8, 282.0, 307.0 and 332.0. The

cargo partitions are constructed of canvas with nylon webbing

reinforcement straps crisscrossing the partition for added strength. The

ends of the straps have quick-release fasteners which attach to the

floor tracks and two floor-mounted anchor plates located just forward of

the raised cargo floor and other anchor plates on the sidewalls and

ceiling. Four straps have adjustable buckles for tightening the straps

during installation of the partition. Refer to Figure 6-8, Cargo Partition

Nets, for additional details.

Zones divided by cargo partitions can be loaded without additional

tiedowns if a total loaded density for each partitioned zone does not

exceed 7.9 pounds per cubic foot and the zone is more than 75% full.

Cargo loading that does not meet these requirements must be secured

to the cabin floor.

CAUTION

The maximum cargo partition load is the sum of any

two zones. No more than two adjacent zones can be

divided by one partition. The partitions are designed to

prevent the cargo from shifting forward and aft in flight.

They should not be considered adequate to withstand

crash loads and do not replace the need for a cargo

barrier.

(Continued Next Page)

6-24

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208BPHCUS-00

CESSNA

SECTION 6

MODEL 208B 867 SHP

WEIGHT AND BALANCE/

GARMIN G1000

EQUIPMENT LIST

BAGGAGE/CARGO LOADING (Continued)

CABIN CARGO AREA (Continued)

CARGO TIEDOWNS AND ATTACHMENTS

Various tiedown belt assemblies and tiedown ring anchors are available

for securing cargo within the airplane. The belts may also be used for

tying down the airplane. A standard configuration consists of three

3000-pound rated belts with ratchet-type adjusters and six single-stud,

quick-release tiedown ring anchors.

A heavy-duty configuration consists of three 5000-pound rated belts

with ratchet-type adjusters and six double-stud, quick-release anchors.

Three 5000-pound rated belts with overcenter-type locking devices are

also available for heavy-duty use. The six single-stud and double-stud

tiedown ring anchors are also available separately. The single-stud

anchors can be attached to any tiedown point in the airplane that isn’t

placarded for attachment for partition nets only. The double-stud

anchors can be attached to the aft seat tracks only. Refer to Figure 6-

10, Cargo Tiedown Attachments, for maximum load ratings and

tiedown ring anchor spacing restrictions.

Refer to Maximum Zone/Compartment Loading table on the following

page for maximum zone weight limits.

(Continued Next Page)

208BPHCUS-00

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SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 208B 867 SHP

EQUIPMENT LIST

GARMIN G1000

BAGGAGE/CARGO LOADING (Continued)

CARGO POD

The airplane can be equipped with an 111.5 cubic foot capacity cargo

pod attached to the bottom of the fuselage. The pod is divided into four

compartments (identified as Zones A, B, C, and D) by bulkheads and

has a maximum floor loading of 30 pounds per square foot and

maximum load weight limit of 1090 pounds.

Each compartment has a loading door located on the left side of the

pod. The doors are hinged at the bottom, and each has two latches.

When the latch handles are rotated to the horizontal position with the

doors closed, the doors are secured. Refer to Figure 6-5, Pod Internal

Dimension and Load Markings, and Figure 6-12, Cargo Pod Loading

Arrangements for additional information on loading cargo in the cargo

pod.

MAXIMUM ZONE/COMPARTMENT LOADINGS

Maximum zone loadings are as follows:

WEIGHT LIMITS (Pounds)

**UNSECURED

ZONE/

VOLUME

*SECURED

USING

C.G.

COMPART-

(CUBIC

PARTITIONS OR

(STATION

MENT

FEET)

TIE-DOWNS IN CARGO POD LOCATION)

FUSELAGE

52.9

1780

415

172.1

109.0

3100

860

217.8

63.0

1900

495

264.4

43.5

1380

340

294.5

40.1

1270

315

319.5

31.5

320

245

344.0

CARGO POD A

23.4

- - -

230

132.4

31.5

- - -

310

182.1

27.8

- - -

270

233.4

28.8

- - -

280

287.6

* THIS IS THE MAXIMUM CARGO ALLOWED IN THE BAY INDICATED.

**DENSITY MUST BE 7.9 LBS/FT³ OR LESS AND BAY 75% OR MORE FULL.

6-26

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208BPHCUS-00

CESSNA

SECTION 6

MODEL 208B 867 SHP

WEIGHT AND BALANCE/

GARMIN G1000

EQUIPMENT LIST

BAGGAGE/CARGO LOADING (Continued)

CENTER OF GRAVITY PRECAUTIONS

Since the airplane can be used for cargo missions, carrying various

types of cargo in a variety of loading configurations, precautions must

be taken to protect the forward and aft C.G. limits. Load planning should

include a careful comparison of the mission requirements with the

volume and weight limitation in each loading zone and the final airplane

C.G. Cargo loaded in the forward zones may need to be balanced by

loading cargo in one or more aft zones. Conversely, loadings can not

be concentrated in the rear of the airplane, but must be compensated

by forward cargo to maintain balance. Under ideal conditions, loadings

should be accomplished with heavy items on the bottom and the load

distributed uniformly around the C.G. of the cabin cargo area zone and/

or cargo pod compartment.

Loading personnel must maintain strict accountability for loading

correctly and accurately, but may not always be able to achieve an

ideal loading. A means of protecting the C.G. aft limit is provided by

supplying an aft C.G. location warning area between 38.33% MAC and

the maximum allowable aft C.G. of 40.33% MAC. The warning area is

indicated by shading on Figure 6-17, Center of Gravity Limits, and

Figure 6-18, Center of Gravity Moment Envelope.

CAUTION

• This shaded area should be used only if accurate

C.G. determination can be obtained.

• Exercise caution while loading or unloading heavy

cargo through the cargo doors. An ideal loading in

every other respect can still cause tail tipping and

structural damage if proper weight distribution is

ignored. For example, heavy cargo loaded through

the doors and placed momentarily in Zones 4 and 5,

plus the weight of personnel required to move it to a

forward zone, could cause an out-of-balance

condition during loading.

208BPHCUS-00

U.S.

6-27

SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 208B 867 SHP

EQUIPMENT LIST

GARMIN G1000

CARGO LOAD RESTRAINT

PREVENTION OF MOVEMENT

Cargo restraint requires the prevention of movement in five principal

directions: forward, aft, upward (vertical), left (side), and right (side).

These movements are the result of forces exerted upon the cargo due

to acceleration or deceleration of the airplane in takeoffs and landings

as well as forces due to air turbulence in flight. Correct restraint

provides the proper relationship between airplane configuration (with or

without cargo barrier), weight of the cargo, and the restraint required.

Cargo must be tied down for flight, landing, and taxi load, and/or crash

load. When a cargo barrier is not installed, all cargo must be prevented

from movement in the five principal directions and secured to provide

crash load restraint. The maximum rated loads specified for loadings

without a cargo barrier is shown in Figure 6-10 (Sheet 1), Cargo

Tiedown Attachments, and should be used for each tiedown.

Consistent use of these loading criteria is important, and it is the

responsibility of the pilot to make sure the cargo is restrained properly.

When a cargo barrier is installed, cargo aft of the barrier must also be

secured to prevent movement in the five principal directions, but only to

the extent that shifting due to flight, landing, and taxi loads is provided.

The maximum rated loads specified for loadings with a cargo barrier

installed is shown in Figure

6-10

(Sheet

1), Cargo Tiedown

Attachments, and should be used for each tiedown. With a barrier

installed, all cargo must be loaded such that loading zones forward of

the last loaded zone must be 75% full by volume.

WARNING

In special loading arrangements which allow the

carriage of passengers as well as cargo behind the

barrier in the passenger version, all cargo must be

secured to prevent movement in the five principal

directions and provide the same crash load

restraint as though a barrier was not installed using

the maximum rated loads specified for loading

without a barrier. In this arrangement, cargo

placement must allow for movement and exit of the

passengers. The pilot must be responsible to make

sure proper load restraint in all loadings.

(Continued Next Page)

6-28

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208BPHCUS-00

CESSNA

SECTION 6

MODEL 208B 867 SHP

WEIGHT AND BALANCE/

GARMIN G1000

EQUIPMENT LIST

CARGO LOAD RESTRAINT (Continued)

PREVENTION OF MOVEMENT (Continued)

Refer to Figure 6-14, Typical Cargo Restraint Methods, for diagrams of

typical cargo tiedown methods for prevention of movement. Also, the

cargo partition nets available for the airplane can be installed at

Fuselage Stations 188.7, 246.8, 282.0, 307.0 and 332.0 to divide the

cabin cargo area into compartments. If the partitions are used, they

must be used in conjunction with the cargo barrier. Since partitions are

not designed to withstand crash loads, they cannot be considered as a

replacement for the barrier. Each partition will withstand the forward

and aft operational loads applied during takeoff, flight, and landing by

any two zones forward or aft of the partition. Use of the partitions will

allow loading of the zones without tying down the cargo if the load

density is not more than 7.9 pounds per cubic foot and the zone is more

than 75% full. Cargo loading that does not meet these requirements

must be secured to the cabin floor.

LOADING OF PIERCING OR PENETRATING ITEMS

Regardless of cargo location, items of a piercing or penetrating nature

shall be located so that other cargo is loaded between the barrier/nets,

cargo partitions, and rear wall and the piercing or penetrating items to

provide a buffer. The density of this cargo shall be sufficient to restrain

the piercing or penetrating items from passing through the barrier/nets,

partitions, and rear wall under critical emergency landing conditions. If

the condition cannot be complied with, the piercing or penetrating items

shall be tied down separately.

208BPHCUS-00

U.S.

6-29

SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 208B 867 SHP

EQUIPMENT LIST

GARMIN G1000

TRANSPORTATION OF HAZARDOUS MATERIALS

Special protection of the airplane and training of personnel are key

considerations in conducting approved transportation of hazardous

materials.

Protection against hazardous materials has been provided in the

fuselage bilge area under the cargo compartment from Fuselage

Station 168.0 to 356.0, and these materials may be carried in any

location within this area.

In addition to the pilot-in-command and flight crew member (if used),

other personnel such as cargo receiving and loading personnel should

be properly trained concerning the acceptance, handling, storage,

loading and unloading of hazardous materials if these materials are to

be carried. Information and regulations pertaining to the air

transportation of hazardous materials is outlined in the Code of Federal

Regulations

(CFR) Title

49 and in the International Civil Aviation

Organization (ICAO) Technical Instructions for the Safe Transport of

Dangerous Goods by Air.

EQUIPMENT LIST

For a complete list of equipment installed in the airplane as delivered

from the manufacturer, refer to the equipment list furnished with the

airplane.

6-30

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208BPHCUS-00

SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 208B 867 SHP

EQUIPMENT LIST

GARMIN G1000

CARGO PARTITION NETS

NOTE

• Partition nets are available for installation at Fuselage Stations 188.7,

246.8, 282.0, 307.0 and 332.0.

• If partitions are used, they must be used in conjunction with the cargo

barrier. Partitions are not designed to withstand crash loads, therefore

they cannot be considered as a replacement for the barrier.

• Each partition will withstand the forward and aft operational loads applied

during takeoff, flight, and landing by any two zones forward or aft of the

partition. Use of the partitions will allow loading of the zones without tying

down the cargo if the load density is no more than 7.9 pounds per cubic

foot and the zone is more than 75% full. Cargo loading that does not meet

these requirements must be secured to the cabin floor.

Figure 6-8

6-36

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SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 208B 867 SHP

EQUIPMENT LIST

GARMIN G1000

CABIN INTERNAL LOADING ARRANGEMENTS

(CARGO VERSION)

NOTE

1. * Pilot or front passenger center of gravity on adjustable seats

positioned for an average occupant with the seat locking pin

at Fuselage Station 145.0. Numbers in parentheses indicate

forward and aft limits of occupant center of gravity range.

2. ** Cargo area center of gravity in Zones 1 thru 6 based on the

mid point of the zone.

Vertical lines marked on the cargo area sidewalls or the

forward face of the raised floor (Fuselage Station 332.0) can

be used as a convenient reference point for determining the

location of occupant or cargo Fuselage Station.

Figure 6-11 (Sheet 1 of 3)

6-40

U.S.

208BPHCUS-00

CESSNA

SECTION 6

MODEL 208B 867 SHP

WEIGHT AND BALANCE/

GARMIN G1000

EQUIPMENT LIST

CABIN INTERNAL LOADING ARRANGEMENTS

(PASSENGER VERSION)

NOTE

1. * Pilot or front passenger center of gravity on adjustable seats

positioned for an average occupant with the seat locking pin

at FS 145.0. Numbers in parentheses indicate forward and

aft limits of occupant center of gravity range.

2. ** Cargo area center of gravity in Zones 1 thru 6 based on the

mid point of the zone.

The forward face of the raised floor (FS 332.0) can be used

as a convenient reference point for determining the location

of occupant or cargo Fuselage Stations.

When a cargo barrier is installed, two-place Commuter seat

4 and 5 or individual Commuter seats 3 and 4 must be

removed. Mission requirements will dictate if any aft

passenger seating is to remain installed.

Figure 6-11 (Sheet 2)

208BPHCUS-00

U.S.

6-41

CESSNA

SECTION 6

MODEL 208B 867 SHP

WEIGHT AND BALANCE/

GARMIN G1000

EQUIPMENT LIST

CENTER OF GRAVITY MOMENT ENVELOPE

WARNING

• Because loading personnel may not always be

able to achieve an ideal loading, a means of

protecting the C.G envelope is provided by

supplying an aft C.G. location warning (shaded

area) between 38.33% mac and the maximum aft

c.g. of

40.33% mac on the center of gravity

moment envelope. Points falling within this

shaded area should be used only if accurate C.G.

determination for cargo loadings can be

obtained.

• It is the responsibility of the pilot to make sure

that the airplane is loaded correctly. Operation

outside of prescribed weight and balance

limitations could result in an accident and

serious or fatal injury.

Figure 6-18

208BPHCUS-00

U.S.

6-55

CESSNA

SECTION 7

MODEL 208B 867 SHP AIRPLANE AND SYSTEMS DESCRIPTION

GARMIN G1000

AIRPLANE AND SYSTEMS DESCRIPTIONS

TABLE OF CONTENTS

Page

Introduction

7-7

Airframe

7-8

Cargo Pod

7-10

Flight Controls

7-11

Trim Systems

7-11

Flight Control and Trim System

7-12

Instrument Panel

7-15

Garmin Interfaces

7-15

Panel Layout

7-16

Control Pedestal

7-16

Instrument Panel

7-17

Left Sidewall Switch and Circuit Breaker Panel

7-19

Overhead Panel

7-19

Left Sidewall Switch and Circuit Breaker Panel

7-21

Annunciators

7-22

Ground Control

7-25

Minimum Turning Radius

7-26

Wing Flap System

7-27

Landing Gear System

7-29

Baggage/Cargo Compartment

7-29

Seats

7-30

Pilot's and Copilot's Seats

7-30

Aft Passengers’ Seats (Commuter) (Passenger Version)

7-31

Aft Passengers’ Seats (Utility) (Passenger Version)

7-31

Headrests

7-31

Seat Belts and Shoulder Harnesses

7-32

Seat Belts, Strap, and Shoulder Harnesses

(Pilot and Copilot seats)

7-35

Cabin Entry Doors

7-37

Crew Entry Doors

7-37

Passenger Entry Door (Passenger Version Only)

7-38

(Continued Next Page)

208BPHCUS-00

U.S.

7-1

SECTION 7

CESSNA

AIRPLANE AND SYSTEMS DESCRIPTION

MODEL 208B 867 SHP

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Cargo Doors

7-41

Cabin Windows

7-44

Control Locks

7-45

Engine

7-46

Typical Engine Components

7-49

Engine Controls

7-49

Power Lever

7-49

Emergency Power Lever

7-50

Propeller Control Lever

7-52

Fuel Condition Lever

7-52

Quadrant Friction Lock

7-52

Engine Indicating System (EIS)

7-53

Torque Indications

7-54

Propeller RPM Indications

7-55

ITT Indication

7-55

Gas Generator RPM Indications

7-56

Fuel Flow Indications

7-56

Oil Pressure Indication

7-57

Oil Temperature Indication

7-57

New Engine Break-In and Operation

7-58

Engine Lubrication System

7-59

Firewall Oil Shutoff Valve

7-60

Ignition System

7-61

Air Induction System

7-62

Inertial Separator System

7-63

Engine Air Flow

7-64

Exhaust System

7-65

Engine Fuel System

7-65

Cooling System

7-66

Starting System

7-67

(Continued Next Page)

7-2

U.S.

208BPHCUS-00

CESSNA

SECTION 7

MODEL 208B 867 SHP AIRPLANE AND SYSTEMS DESCRIPTION

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Engine Accessories

7-67

Oil Pump

7-68

Fuel Pump

7-68

N_g Tachometer-Generator

7-68

Propeller Tachometer-Generator

7-69

Torquemeter

7-69

Starter-Generator

7-69

Interstage Turbine Temperature Sensing System

. 7-70

Propeller Governor

7-70

Torque Limiter

7-71

Propeller Overspeed Governor

7-72

Engine Fire Detection System

7-72

Engine Gear Reduction System

7-73

Chip Detectors

7-74

Oil Breather Drain Can

7-74

Propeller

7-75

Overspeed Governor Test Switch

7-76

Fuel System

7-76

Fuel Quantity Data

7-79

Firewall Fuel Shutoff Valve

7-80

Fuel Tank Selectors

7-80

Fuel Selectors Off Warning System

7-81

Fuel Boost Pump Switch

7-82

Fuel Flow Indication

7-83

Fuel Quantity Indications

7-84

Wing Tank Fuel Low Caution Annunciator

7-84

Reservoir Fuel Low Warning Annunciator

7-85

Fuel Pressure Low Warning Annunciator

7-85

Fuel Boost Pump On Annunciator

7-85

Drain Valves

7-86

Fuel Ecology Tank

7-87

Fuel Pump Drain Reservoir

7-87

Brake System

7-88

(Continued Next Page)

208BPHCUS-00

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SECTION 7

CESSNA

AIRPLANE AND SYSTEMS DESCRIPTION

MODEL 208B 867 SHP

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Electrical System

7-89

Standby Electrical System

7-89

Generator Control Unit

7-89

Ground Power Monitor

7-90

Battery Switch

7-90

Starter Switch

7-91

Ignition Switch

7-91

Generator Switch

7-91

Standby Alternator Power Switch

7-92

Avionics Power Switches

7-92

Avionics Standby Power Switch

7-92

Avionics Bus Tie Switch

7-93

Electrical System

7-94

External Power Switch

7-97

Circuit Breakers

7-97

Voltage and Amperage Display

7-98

Ground Service Plug Receptacle

7-98

Lighting Systems

7-99

Exterior Lighting

7-99

Navigation Lights

7-99

Landing Lights

7-99

Taxi/Recognition Lights

7-99

Strobe Lights

7-100

Flashing Beacon Light

7-100

Wing Inspection Light

7-100

Courtesy Lights

7-100

(Continued Next Page)

7-4

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208BPHCUS-00

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MODEL 208B 867 SHP AIRPLANE AND SYSTEMS DESCRIPTION

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Interior Lighting

7-102

Garmin Displays, Optional ADF, and

HF Displays (if installed)

7-102

Standby Indicator Control Knob

7-102

LED Panels/ANNUN Control Knob

7-103

Center Flood/Map Panel Knob

7-103

Left Flood/Map Lighting Control Knob

7-103

Right Flood/Map Lighting Control Knob

7-103

Control Wheel Maplights

7-103

Cabin Lights without Timer (208B Passenger)

7-104

Cabin Lights with Timer (if installed)

7-104

Cabin Lights with Timer (Super Cargomaster)

7-105

Passenger Reading Lights (Passenger Version Only)

7-105

No Smoke/Seat Belt Sign (Passenger Version Only)

7-105

Cabin Heating, Ventilating And Defrosting System

7-106

Bleed Air Heat Switch

7-106

Temperature Selector Knob

7-107

Cabin Heating, Ventilating and

Defrosting System (Cargo Version)

7-108

Cabin Heating, Ventilating and

Defrosting System (Passenger Version)

7-109

Mixing Air Push-Pull Control

7-110

Aft/Forward Cabin Push-Pull Control

7-111

Defrost/Forward Cabin Push-Pull Control

7-111

Cabin Heat Firewall Shutoff Knob

7-112

Vent Air Control Knobs

7-112

Instrument Panel Vent Knobs

7-113

Ventilating Outlets

7-113

Oxygen System

7-113

(Continued Next Page)

208BPHCUS-00

U.S.

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SECTION 7

CESSNA

AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B 867 SHP

GARMIN G1000

TABLE OF CONTENTS (Continued)

Page

Pitot-Static System And Instruments

7-114

Airspeed Indicators

7-115

Vertical Speed Indicators

7-115

Altimeter (Standby Instrument Panel)

7-115

Vacuum System and Instruments

7-116

Attitude Indicator (Standby Instrument Panel)

7-116

Low-Vacuum Warning Flag

7-116

Vacuum System

7-117

Stall Warning System

7-118

Avionics Support Equipment

7-119

Avionics Cooling Fan

7-119

Microphone-Headset Installations

7-119

Static Dischargers

7-120

12 VDC Power Outlet

7-120

Auxiliary Audio Input Jack

7-121

Cabin Features

7-122

Cabin Fire Extinguisher

7-122

Sun Visors

7-123

Chart and Storage Compartments

7-123

Miscellaneous Equipment

7-123

Engine Inlet Covers and Propeller Anchors

7-123

Crew Entry Step Assembly

7-124

Cargo Barrier and Nets

7-124

Cargo Partitions

7-125

Cargo Door Restraining Net

7-125

Cargo/Airplane Tie-down Equipment

7-125

Hoisting Rings

7-126

Relief Tube

7-126

Oil Quick-drain Valve

7-126

7-6

U.S.

208BPHCUS-00

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SECTION 7

MODEL 208B 867 SHP AIRPLANE AND SYSTEMS DESCRIPTION

GARMIN G1000

INTRODUCTION

This section provides description and operation of the airplane and its

systems. Some equipment described herein is optional and may not be

installed in the airplane. Refer to Section 9, Supplements, for details of

other optional systems and equipment.

WARNING

Complete familiarity with the airplane and its

systems will not only increase the pilot's

proficiency and ensure optimum operation, but

could provide a basis for analyzing system

malfunctions in case an emergency is encountered.

Information in this section will assist in that

familiarization. The responsible pilot will want to be

prepared to make proper and precise responses in

every situation.

208BPHCUS-00

U.S.

7-7

SECTION 7

CESSNA

AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B 867 SHP

GARMIN G1000

AIRFRAME

The airplane is an all metal, high wing, single-engine airplane equipped

with tricycle landing gear and designed for general utility purposes.

The construction of the fuselage is of conventional aluminum bulkhead,

stringer, and skin design commonly known as semimonocoque. Major

components of structure include the front and rear carry-through spars

to which the wings are attached, a bulkhead and forgings for main

landing gear attachment and a bulkhead with attaching plates at its

base for the strut-to-fuselage attachment of the wing struts.

The externally braced wings, containing integral fuel tanks, are

constructed of a front and rear spar with formed sheet metal ribs,

doublers, and stringers. The entire structure is covered with aluminum

skin. The front spars are equipped with wing-to-fuselage and wing-to-

strut attach fittings. The aft spars are equipped with wing-to-fuselage

attach fittings. The integral fuel tanks are formed by the front and rear

spars, upper and lower skins, and inboard and outboard closeout ribs.

Extensive use of bonding is used in the fuel tank area to reduce fuel

tank sealing.

Round-nosed ailerons and single-slot type flaps are attached to the

trailing edge of the wings. The ailerons are constructed from

conventional formed sheet metal ribs and smooth aluminum skin

construction. A slot lip spoiler, mounted above the outboard end of

each flap, is of conventional construction. The left aileron incorporates

a servo tab while the right aileron incorporates a trimmable servo tab,

both mounted on the outboard end of the aileron trailing edge.

(Continued Next Page)

7-8

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MODEL 208B 867 SHP AIRPLANE AND SYSTEMS DESCRIPTION

GARMIN G1000

AIRFRAME (Continued)

The empennage (tail assembly) consists of a conventional vertical

stabilizer, rudder, horizontal stabilizer, and elevator. The vertical

stabilizer consists of a forward and aft spar, formed sheet metal ribs

and reinforcements, four skin panels, formed leading edge skins, and a

dorsal fin.

The rudder is constructed of a forward and aft spar, formed sheet metal

ribs and reinforcements, and a wrap-around skin panel. The top of the

rudder incorporates a leading edge extension which contains a balance

weight.

The horizontal stabilizer is constructed of a forward and aft spar, ribs

and stiffeners, four upper and four lower skin panels, and two left and

two right wrap-around skin panels which also form the leading edges.

The horizontal stabilizer also contains dual jack screw type actuators

for the elevator trim tabs.

Construction of the elevator consists of a forward and aft spar, sheet

metal ribs, upper and lower skin panels, and wrap-around skin panels

for the leading and trailing edges. An elevator trim tab is attached to the

trailing edge of each elevator by full length piano-type hinges. Dual

pushrods from each actuator located in the horizontal stabilizer transmit

actuator movement to dual horns on each elevator trim tab to provide

tab movement. Both elevator tip leading edge extensions provide

aerodynamic balance and incorporate balance weights. A row of vortex

generators on the top of the horizontal stabilizer just forward of the

elevator enhances nose down elevator and trim authority.

208BPHCUS-00

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CESSNA

AIRPLANE AND SYSTEMS DESCRIPTION MODEL 208B 867 SHP

GARMIN G1000

CARGO POD

The airplane may be equipped with a cargo pod which provides

additional cargo space. The pod attaches to the bottom of the fuselage

with screws and can be removed, if desired, for increased performance

and useful load. The pod and doors are fabricated with a Nomex inner

housing, a layer of Kevlar, and an outer layer of fiberglass. Complete

instructions for removal and installation of the cargo pod are contained

in the

208 Maintenance Manual, Chapter 25-52-00, Cargo Pod -

Maintenance Practices.

The volume of the cargo pod is 111.5 cubic feet and has a load-carrying

capacity of 1090 pounds (494 kg). The pod has aluminum bulkheads

that divide it into four separate compartments. Each compartment has a

door on the left side of the pod that is hinged at the bottom. Each door

has two handles that latch the doors in the closed position when rotated

90 degrees to the horizontal position.

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FLIGHT CONTROLS

The airplane's flight control system, refer to Figure 7-1, consists of

conventional aileron, rudder, and elevator control surfaces and a pair of

spoilers mounted above the outboard ends of the flaps. The control

surfaces are manually operated through mechanical linkage using a

control wheel for the ailerons, spoilers and elevator and rudder/brake

pedals for the rudder. The wing spoilers improve lateral control of the

airplane at low speeds by disrupting lift over the appropriate flap. The

spoilers are interconnected with the aileron system through a push-rod

mounted to an arm on the aileron bell crank. Spoiler travel is

proportional to aileron travel for aileron deflections in excess of 5° up.

The spoilers are retracted throughout the remainder of aileron travel.

Aileron servo tabs provide reduced maneuvering control wheel forces.

TRIM SYSTEMS

Manually operated aileron, elevator, and rudder trim systems are

provided, refer to Figure 7-1.

The aileron is trimmed by a servo tab attached to the right aileron which

is mechanically controlled by the AILERON TRIM control knob located

on the control pedestal to the left of the FUEL/OIL SHUTOFF knob.

Rotating the AILERON TRIM control knob to the right (clockwise) will

trim the right wing down; conversely, rotating it to the left

(counterclockwise) will trim the left wing down.

The elevator is trimmed through two elevator trim tabs by utilizing the

vertically mounted ELEVATOR TRIM control wheel located on left side

of the control pedestal. Forward rotation of the ELEVATOR TRIM

control wheel will trim nose-down; conversely, aft rotation will trim nose-

up. The airplane is also equipped with an electric elevator trim system.

The rudder is trimmed through the nosewheel steering bungee

connected to the rudder control system and a RUD TRIM control wheel

mounted on the control pedestal. This is accomplished by rotating the

horizontally mounted RUD TRIM control wheel either left or right to the

desired trim position. Rotating the RUD TRIM wheel to the right will trim

nose-right; conversely; rotating it to the left will trim nose-left.

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INSTRUMENT PANEL

The instrument panel, refer to Figure 7-2, is of all metal construction

and is installed in sections so equipment can be easily removed for

maintenance. The glareshield, above and projecting aft from the

instrument panel, limits undesirable reflections on the windshield from

lighted equipment and displays mounted in the instrument panel.

Additional controls and displays are mounted on a control pedestal

extending from the center of the instrument panel to the floor, on a

separate panel mounted on the left sidewall, and on an overhead panel.

GARMIN INTERFACES

The interfaces to the Garmin system are three Garmin Display Units

(GDUs), an audio panel, and an autopilot mode controller. The three

GDUs are configured as two Primary Flight Displays (PFDs) and one

Multifunction Flight Display (MFD). Refer to the Garmin G1000 CRG for

specific operating information on all Garmin equipment.

The PFDs, centered above the control wheels in front of the pilot and

copilot, show the primary flight instruments and display any Crew Alert

System

(CAS) annunciations, messages and alerts. During

reversionary operation (MFD or PFD 1 failure) or when the DISPLAY

BACKUP switch is selected, the Engine Indication System (EIS) is

shown on the PFD.

The MFD, located between the two PFDs, depicts EIS information

along the left side of the display and shows navigation, terrain, lightning

and traffic data on the moving map. Flight management or display

configuration information can be shown on the MFD in place of the

moving map pages.

The Garmin audio panel is located between the pilot PFD and the MFD.

It integrates all of the communication and navigation digital audio

signals, intercom system and marker beacon controls. A pushbutton

switch labeled DISPLAY BACKUP allows manual selection of

reversionary mode for the PFDs and MFD.

The Garmin autopilot mode controller, located above the MFD, is the

pilot interface with the autopilot system.

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PANEL LAYOUT

To the left of the pilot PFD is a switch panel which has many of the

switches necessary to operate the airplane systems. At lower left are a

circuit breaker panel for avionics systems, the left fresh air outlet and

pull knob, test switches for prop overspeed, fire detection, and fuel

selection warning systems, microphone and headset jacks and an

alternate static source valve.

Below the MFD are standby indicators for airspeed, attitude, altitude,

and torque. Below these indicators are the parking brake, light dimming

controls, inertial separator control, and cabin heat controls. Provisions

are included for optional air conditioning controls and HF and ADF

displays.

At lower right are the map compartment, right fresh air outlet and pull

knob, and microphone and headset jacks. At upper right are the hour

meter and ELT remote switch. Mounted above the glare shield is a

magnetic compass. For details concerning the instruments, switches,

and controls on this panel, refer in this section to the description of the

systems to which these items are related.

CONTROL PEDESTAL

A control pedestal, extending from the center of the instrument panel to

the floor, contains the EMERGENCY POWER lever, POWER lever,

PROP RPM lever, FUEL CONDITION lever, WING FLAPS selector and

position indicator, elevator, rudder and aileron trim controls with

position indicators, the FUEL/OIL SHUTOFF knob, CABIN HEAT

FIREWALL SHUTOFF control, a microphone, 12VDC power outlet, and

an auxiliary audio input jack

Equipment mounted on this panel is illustrated in Figure 7-2. For details

concerning the instruments, switches, and controls on the pedestal,

refer to the description of the systems to which these items are related.

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INSTRUMENT PANEL

Switch Panel

Primary Flight Display (PFD), Pilot

Audio Panel

Multi-Function Display (MFD)

Autopilot Mode Controller

Magnetic Compass

Airspeed Indicator (Backup)

Attitude Indicator (Backup)

Altimeter (Backup)

10.

Torque Indicator (Backup)

11.

HF Radio Control Head (if installed)

12.

Primary Flight Display (PFD), Co-pilot

13.

Flight Hourmeter

14.

ELT Remote Switch

15.

Instrument Panel Ventilation Outlet

16.

Instrument Panel Ventilation Control

17.

Right Auxiliary Mic and Phone Jacks

18.

Map Compartment

19.

Co-Pilots Control Wheel Location

20.

Cabin Heat Controls

21.

ADF Receiver (if installed)

22.

WING FLAPS Selector Lever and Position Indicator

23.

PROP RPM Control Lever

24.

Quadrant Friction Lock

25.

FUEL CONDITION Lever

26.

FUEL/OIL SHUTOFF Control Knob

27.

RUD TRIM Control Wheel and Position Indicator

28.

CABIN HEAT FIREWALL SHUTOFF Control Knob

29.

AILERON TRIM Control Knob and Position Indicator

30.

ELEVATOR TRIM Control Wheel and Position Indicator

31.

EMERGENCY POWER Lever

32.

Air Conditioning Switches (if installed)

33.

POWER Lever

34.

INERTIAL SEPARATOR Control

35.

Lighting Rheostats

36.

PARKING BRAKE Handle

37.

Pilot’s Control Wheel Location

38.

Avionics Circuit Breaker Panel

39.

ALT STATIC AIR Source Valve

40.

Pilot’s Auxiliary Mic and Phone Jacks

41.

FUEL SELECT OFF/FIRE DETECT Warning TEST SWITCH

42.

OVERSPEED GOVERNOR Test Switch

43.

Instrument Panel Ventilation Control

44.

Instrument Panel Ventilation Outlet

Figure 7-2 (Sheet 2 of 2)

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LEFT SIDEWALL SWITCH AND CIRCUIT BREAKER

PANEL

Most of the engine control switches and non-avionics circuit breakers

are located on a separate panel mounted on the left cabin sidewall

adjacent to the pilot. Switches and controls on this panel are illustrated

in Figure 7-4, the Left Sidewall Switch and Circuit Breaker Panel. For

details concerning the instruments, switches, and controls on this

panel, refer to the ELECTRICAL EQUIPMENT descriptions in this

section.

OVERHEAD PANEL

The overhead panel, located above and between the pilot and copilot,

contains FUEL TANK SELECTORS control valves, OXYGEN control

lever and pressure gage

(if installed), vent outlets and controls,

overhead lighting, and STBY FLAP MOTOR control switches.

Equipment mounted on this panel is illustrated in Figure 7-3, Overhead

Panel. For details concerning the instruments, switches, and controls

on the overhead panel, refer in this section to the description of the

systems to which these items are related.

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ANNUNCIATORS

OIL PRESS LOW (RED) - Indicates engine oil pressure is less

than 40 PSI.

VOLTAGE LOW (RED) - Indicates electrical system bus voltage

is less than 24.0 volts prior to engine start or less than 24.5 volts

with engine running and power is being supplied from the battery.

VOLTAGE HIGH (RED) - Indicates electrical system bus voltage

is greater than 32.0 volts.

ENGINE FIRE (RED) - Indicates an excessive temperature

condition and/or fire has occurred in the engine compartment.

RSVR FUEL LOW (RED) - Indicates the fuel level in the reservoir

is approximately one-half or less. With the fuel reservoir full, there

is adequate fuel for approximately 3 minutes of maximum rated

power or approximately 9 minutes at idle power.

EMERG PWR LVR (RED) - Indicates when the EMERGENCY

POWER lever is out of the stowed (NORMAL) position prior to

and during the engine start (ITT in the OFF and STRT modes

ONLY).

FUEL SELECT OFF (RED) - Indicates LEFT and RIGHT FUEL

TANK SELECTORS are both OFF at any time, or LEFT FUEL

TANK SELECTOR is OFF when right tank is low, or RIGHT FUEL

TANK SELECTOR is OFF when the left tank is low; or that either

LEFT or RIGHT FUEL TANK SELECTORS are OFF when

STARTER switch is ON. It can also indicate that the START

CONT and/or FUEL SEL WARN circuit breaker has been pulled.

GENERATOR OFF (AMBER) - Indicates that the generator is not

connected to the electrical bus with engine running.

DOOR UNLATCHED (AMBER) - Indicates the upper cargo door

and/or upper aft passenger door (passenger version only) are not

latched.

10.L FUEL LOW (AMBER) - Indicates fuel quantity in the left fuel

tank is 25 gallons (170 lbs) or less.

11.EMERG PWR LVR (AMBER) - Indicates when the EMERGENCY

POWER lever is out of the stowed (NORMAL) position while

engine is running (Non-Start).

(Continued Next Page)

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ANNUNCIATORS (Continued)

12.R FUEL LOW (AMBER) - Indicates fuel quantity in the right fuel

tank is 25 gallons (170 lbs) or less.

13.L-R FUEL LOW (AMBER) Indicates fuel quantity in both the left

and right fuel tanks is 25 gallons (170 pounds) or less.

14.FUEL BOOST ON (AMBER) - Indicates the auxiliary fuel pump is

operating.

15.STBY PWR INOP (AMBER) - Indicates electrical power is not

available from the standby alternator.

16.FUEL PRESS LOW (AMBER) - Indicates fuel pressure in the fuel

manifold assembly is below 2.5 PSI.

17.STARTER ON (AMBER) - Indicates the starter-generator is

operating in starter mode.

18.CHIP DETECT (AMBER) Indicates that metal chips have been

detected in either or both the accessory gearbox or reduction

gearbox.

19.L P/S HEAT (AMBER) - Indicates that either the left side pitot/

static vane heater system has malfunctioned or that the LEFT

PITOT HEAT circuit breaker is pulled.

20.R P/S HEAT (AMBER) - Indicates that either the right side pitot/

static vane heater system has malfunctioned or that the RIGHT

PITOT HEAT circuit breaker is pulled.

21.L-R P/S HEAT (AMBER) - Indicates that either both pitot/static

vane heater systems (left and right) have malfunctioned or that

both the LEFT and RIGHT PITOT HEAT circuit breakers are

pulled.

22.STALL HEAT (AMBER) - Indicates that the stall warning heater

system has malfunctioned or the STALL WARN circuit breaker is

pulled in conditions below 19°C (66°F) or above 52°C (125°F).

(Continued Next Page)

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ANNUNCIATORS (Continued)

23.GENERATOR AMPS (AMBER) - Indicates that the generator

output is less than -10 amps or greater than 200 amps (-15/300

with 300 amp starter generator).

24.ALTNR AMPS (AMBER) - Indicates that the alternator output is

less than -10 amps or greater than 75 amps.

25.IGNITION ON (WHITE) - Indicates electrical power is being

supplied to the engine ignition system.

26.STBY PWR ON (WHITE) - Indicates that the standby alternator is

generating electrical power.

27.SPD NOT AVAIL (WHITE) - Indicates that the “SPD” button was

pressed on Autopilot Mode Control panel.

28.TORQUE GAGE (WHITE) - Indicates a miscompare between

either the Pressure Altitude or OAT sensors. This annunciation

will be accompanied with a static torque gage dynamic redline.

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GROUND CONTROL

Effective ground control while taxiing is accomplished through

nosewheel steering by using the rudder pedals; left rudder pedal to

steer left and right rudder pedal to steer right. When a rudder pedal is

depressed, a spring loaded steering bungee, which is connected to the

nose gear and to the rudder bars, will turn the nosewheel through an

arc of approximately 15° each side of center. By applying either left or

right brake, the degree of turn may be increased up to 51.5° each side

of center.

Moving the airplane by hand is most easily accomplished by attaching

a towbar (stowed in aft cargo compartment) to the nose gear fork axle

holes. If a towbar is not available, or pushing is required, use the wing

struts as push points. Do not use the propeller blades or spinner to

push or pull the airplane. If the airplane is to be towed by vehicle, never

turn the nosewheel beyond the steering limit marks either side of

center. If excess force is exerted beyond the turning limit, a red over-

travel indicator block

(frangible stop) will fracture and the block,

attached to a cable, will fall into view alongside the nose strut. This

should be checked routinely during preflight inspection to prevent

operation with a damaged nose gear.

The minimum turning radius of the airplane, using differential braking

and nosewheel steering during taxi, is approximately 33.65 feet, refer

to Figure 7-5, Minimum Turning Radius.

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WING FLAP SYSTEM

The wing flaps are large span, single-slot type, refer to Figure 7-6, Wing

Flap System, and incorporate a trailing edge angle and leading edge

vortex generators to reduce stall speed and provide enhanced lateral

stability. The flaps are driven by an electric motor. They are extended or

retracted by positioning the WING FLAPS selector lever on the control

pedestal to the desired flap deflection position. The selector lever is

moved up or down in a slotted panel that provides mechanical stops at

the TO/APR position. For flap deflections greater than TO/APR, move

the selector lever to the right to clear the stop and position it as desired.

A scale and white-tipped pointer on the left side of the selector lever

provides a flap position indication. The wing flap system is protected by

a “pull-off” type circuit breaker, labeled FLAP MOTOR, on the left

sidewall switch and circuit breaker panel.

A standby system can be used to operate the flaps in the event the

primary system should malfunction. The standby system consists of a

standby motor, a guarded standby flap motor switch and a standby flap

motor up/down switch located on the overhead panel. Both switches

have guards which are safetied in the closed position, with breakable

copper wire.

The guarded STBY FLAP MOTOR switch has NORM and STBY

positions. The guarded NORM position of the switch permits operation

of the flaps using the control pedestal mounted selector; the STBY

position is used to disable the primary flap motor when the standby flap

motor system is operated.

The STBY FLAP MOTOR UP/DOWN switch has UP, center OFF and

DOWN positions. The switch is guarded in the center off position. To

operate the flaps with the standby system, lift the guard breaking safety

wire, and place the STBY FLAP MOTOR switch in STBY position; then,

lift the guard, breaking safety wire and actuate the STBY FLAP

MOTOR UP/DOWN switch momentarily to UP or DOWN, as desired.

Observe the flap position indicator to obtain the desired flap position.

Since the standby flap system does not have limit switches, actuation

of the STBY FLAP MOTOR UP/DOWN switch should be terminated

before the flaps reach full up or down travel. After actuation of the

standby flap motor system, switch guards should be resafetied to the

closed position by maintenance personnel when maintenance action is

accomplished. The standby flap system is protected by a “pull-off” type

circuit breaker, labeled STBY FLAP MOTOR, located on the left

sidewall switch and circuit breaker panel.

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LANDING GEAR SYSTEM

The landing gear is of the tricycle type with a steerable nosewheel and

two main wheels. Shock absorption is provided by the tubular spring-

steel main landing gear struts, an interconnecting spring-steel tube

between the two main landing gear struts, and the nose gear oil-filled

shock strut and spring-steel drag link. Each main gear wheel is

equipped with a hydraulically-actuated single-disc brake on the inboard

side of each wheel. To improve operation from unpaved runways, and

in other conditions, the standard nose gear fork can be replaced with a

three-inch extended nose gear fork. Oversized wheels are available to

facilitate operations from unimproved runways.

BAGGAGE/CARGO COMPARTMENT

In the passenger version, the space normally used for baggage

consists of the raised area from the back of the cargo doors to the aft

cabin bulkhead. Access to the baggage area is gained through the

cargo doors, the aft passenger door or from within the cabin. Quick

release tiedown ring/strap assemblies are provided for securing

baggage and are attached to baggage floor anchor plates provided in

the airplane. When utilizing the airplane as a cargo carrier, refer to

Section

6 for complete cargo loading details. When loading aft

passengers in the passenger version, they should not be placed in the

baggage area unless the airplane is equipped with special seating for

this area. Also any material that might be hazardous to the airplane or

occupants should not be placed anywhere in the airplane. Refer to

Section 6, Weight and Balance, Figure 6-4 and 6-5 for baggage/cargo

area and door dimensions.

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SEATS

Standard seating consists of both a pilot’s and copilot’s six-way

adjustable seat. Additional cabin seating is available in the passenger

version in two different commuter configurations and one utility

configuration. One commuter configuration consists of three rows of

two-place fixed seats and two (or three) rows of one-place fixed seats.

A second commuter configuration consists of four rows of one-place

fixed seats on each side of the cabin. The utility configuration consists

of four rows of one-place, fixed-position collapsible seats on each side

of the cabin.

WARNING

None of the airplane seats are approved for

installation facing aft.

PILOT’S AND COPILOT’S SEATS

The six-way adjustable pilot’s or copilots seats may be moved forward

or aft, adjusted for height, and the seat back angle changed. Position

the seat by pulling on the small T-handle under the center of the seat

bottom and slide the seat into position; then release the handle, and

check that the seat is locked in place by attempting to move the seat

and by noting that the small pin on the end of the T-handle sticks out.

The seat is not locked if the pin is retracted or only partially extends.

Raise or lower the seat by rotating a large crank under the front right

corner of the seat. Seat back angle is adjusted by rotating a small crank

under the front left corner of the seat. The seat bottom angle will

change as the seat back angle changes, providing proper support.

Seats are equipped with armrests which can be moved to the side and

raised to a position beside the seat back for stowage.

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AFT PASSENGERS’ SEATS (COMMUTER) (Passenger

Version)

The third, sixth and eleventh seats of one commuter configuration and

all aft seats of the second commuter configuration are individual fixed

position seats with fixed seat backs. Seats for the fourth and fifth,

seventh and eighth, and ninth and tenth positions of the first commuter

configuration are two-place, fixed position bench type seats with fixed

seat backs. All seats are fastened with quick-release fasteners in the

fixed position to the seat tracks. The seats are lightweight and quick

removable to facilitate cargo hauling.

AFT PASSENGERS’ SEATS (UTILITY) (Passenger Version)

Individual collapsible seats are available for the aft eight passenger

positions. The seats, when not in use, are folded into a compact space

for stowage in the aft baggage area. When desired, the seats can be

unfolded and installed in the passenger area. The seats are readily

fastened with quick-release fasteners to the seat tracks in any one of

the eight seat positions.

HEADRESTS

Headrests are available for all pilot and passenger seat configurations,

except the utility aft passenger seats. To adjust a pilot’s seat or copilot

seat headrest, apply enough pressure to it to raise or lower it to the

desired level. The aft passenger seat headrests are not adjustable.

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SEAT BELTS AND SHOULDER HARNESSES

All seat positions are equipped with seat belts and shoulder harnesses.

The pilot’s and copilot’s seat positions are equipped with shoulder

harnesses with inertia reels.

WARNING

Failure to correctly use seat belts and shoulder

harnesses could result in serious or fatal injury in

the event of an accident.

SEAT BELTS, STRAP, AND SHOULDER HARNESSES

(PILOT AND COPILOT SEATS)

Both the pilot’s and copilot’s seat positions are equipped with a

five-point restraint system which combines the function of conventional

type seat belts, a crotch strap, and an inertial reel equipped

double-strap shoulder harness in a single assembly. The seat belts and

crotch strap attach to fittings on the lower seat frame and the inertia

reel for the shoulder harness attaches to the frame of the seat back.

The right half of the seat belt contains the buckle, which is the

connection point for the left belt half, crotch strap, and shoulder

harnesses. The left belt, crotch strap, and shoulder harnesses are fitted

with links which insert into the buckle. Both halves of the seat belt have

adjusters with narrow straps to enable the belt halves to be lengthened

prior to fastening.

(Continued Next Page)

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SEAT BELTS AND SHOULDER HARNESSES

(Continued)

SEAT BELTS, STRAP, AND SHOULDER HARNESSES

(PILOT AND COPILOT SEATS) (Continued)

To use the restraint system, lengthen each half of the belt as necessary

by pulling the buckle (or connecting link) to the lap with one hand while

pulling outward on the narrow adjuster strap with the other hand. Insert

the left belt link into the left slot of the buckle. Bring the crotch strap

upward and insert the link into the bottom slot in the buckle. Finally,

position each strap of the shoulder harness over the shoulders and

insert their links into the upper slots in the buckle. the seat belts should

be tightened for a snug fit by grasping the free end of each belt and

pulling up and inward.

During flight operations, the inertia reel allows complete freedom of

upper body movement; however, in the event of a sudden deceleration,

the reel will lock automatically to protect the occupant.

WARNING

Failure to correctly use seat belts and shoulder

harnesses could result in serious or fatal injury in

the event of an accident.

Release of the belts, strap, and shoulder harnesses is accomplished by

simply twisting the front section of the buckle in either direction and

pulling all connecting links free.

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CABIN ENTRY DOORS

Entry to, and exit from the airplane is accomplished through a door on

each side of the cabin at the pilot’s and copilot’s positions and, on the

Passenger Version only, through a two-piece, airstair-type door on the

right side of the airplane aft of the wing, refer to Section 6, Weight and

Balance, Figure 6-4, Cabin Internal Dimensions, for cabin and cabin

entry door dimensions. A cargo door on the left side of the airplane aft

of the wing, also can be used for cabin entry.

CREW ENTRY DOORS

The left door for crew entry has a conventional exterior door handle, a

key-operated door lock, a conventional interior door handle, a lock

override knob, and an openable vent window. The right crew door has a

conventional interior and exterior door handle and manually-operated

inside door lock. To open either crew door from outside the airplane (if

unlocked), rotate the handle down and forward to the OPEN position.

To close the door from inside the airplane, use the conventional door

handle and door pull. The inside door handle is a three-position handle

with OPEN, CLOSE and LATCHED positions. Place the handle in the

CLOSE position and pull the door shut; then rotate the handle forward

to the LATCHED position. When the handle is rotated to the LATCHED

position, an over-center action will hold it in that position.

CAUTION

Failure to correctly close and latch the left and right

crew entry doors may cause the doors to open in flight.

A lock override knob on the inside of the left crew door provides a

means of overriding the outside door lock from inside the airplane. To

operate the override, pull the knob and rotate it in the placarded

direction to unlock or lock the door. Both crew doors should be latched

before flight, and should not be opened intentionally during flight. To

lock the crew doors when leaving the airplane, lock the right door with

the manually operated inside door lock, close the left door, and, using

the key, lock the door.

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Cessna 208B Grand Caravan EX. Airplane Flight Manual (2012) - page 5