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

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

GROUND HANDLING (Continued)

TIEDOWN

Proper tiedown procedure is the best precaution against damage to the

parked airplane by gusty or strong winds. To tiedown the airplane

securely, proceed as follows:

1. Head the airplane into the wind, if possible.

2. Set the parking brake.

CAUTION

Do not set the parking brake during cold weather when

accumulated moisture may freeze the brakes or when

the brakes are overheated. If the brakes are not

utilized, chock the nose and main wheels to prevent

airplane movement.

3. Install the control wheel lock and engage the rudder lock.

4. Set aileron and elevator trim tabs to neutral position so that tabs

fair with control surfaces.

5. Install pitot tube cover(s), if available.

6. Secure ropes or chains of sufficiently strong tensile strength to

the wing tiedown fittings and secure to ground anchors.

7. Attach a rope or chain to the tail tiedown, and secure to a ground

anchor.

8. If additional security is desired, attach a rope (no chains or

cables) to the nose gear torque link and secure to a ground

anchor.

9. If dusty conditions exist, or the last flight of the day has been

completed, install the two engine inlet covers to protect the

engine from debris. The covers may be installed after the engine

has cooled down

(ITT indicator showing

“off scale”

temperature).

10. To prevent the propeller from windmilling, install the propeller

anchor over a blade of the propeller and secure its anchor strap

around the nose gear or to the bracket located on the lower right

hand cowl.

8-12

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208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND HANDLING (Continued)

JACKING

When a requirement exists to jack the entire airplane off the ground, or

when wing jack points are used in the jacking operation, refer to the

208 Maintenance Manual, Chapter 7-10-0, Jacking - Maintenance

Practices, for specific procedures and equipment required.

Several jack points or jacking locations are available depending on

whether a cargo pod is installed. The nose wheel jack point is located

directly below the firewall at FS 100.0 and housed within the nose gear

strut fairing. This jack point is accessible for nose gear jacking

regardless of the installation of a cargo pod. The two fuselage jack

points are located at the main gear supports, but are not accessible

with the cargo pod installed. Their use is generally reserved for

maintenance such as main gear removal or raising the entire airplane

whenever the cargo pod is not installed.

Anytime the cargo pod is installed, if the main gear to fuselage fairings

are removed, jacks can be positioned adjacent to the sides of the cargo

pod and raised to engage the receptacle on the end of the jacks over

the head of the outboard bolt which secures the main gear attach

trunnion bearing cap (aft) on the left and right gear. These jacking

locations serve essentially the same purpose as the fuselage jack

points at the main gear supports. An additional jack point on each main

gear axle fitting is used primarily when the cargo pod is installed and it

is desired to jack a single main gear for tire replacement, etc. If desired,

jack stands with wing jack pads may be fabricated so that the front wing

spar at WS 141.2 or 155.9 on each wing may be used as jacking

locations. A tail jack must be used in conjunction with wing jacking.

(Continued Next Page)

208BPHCUS-00

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8-13

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

GROUND HANDLING (Continued)

JACKING (Continued)

CAUTION

• A tail jack stand must be used when conducting

maintenance inside the tail section, and should be

installed in most jacking operations. Be sure the

stand is suitably heavy enough to keep the tail stable

under all conditions and is strong enough to support

the airplane. Placing a jack stand under the nose

jack point

(if not used for jacking) will provide

additional stability.

• Do not use cargo pod structure for jacking or as a

blocking surface.

• Raise the airplane no more than required for the

maintenance being performed.

• Jack base must be level and jack cylinder vertical at

start of jacking operations.

In some instances (i.e. off-runway landing, collapsed gear, etc.) it may

be necessary to use overhead means to lift (hoist) the airplane, to be

followed with jacking at the jack points. Refer to the 208 Maintenance

Manual, Chapter 7-10-01, Emergency Lifting - Maintenance Practices,

and Chapter 7-10-0, Jacking - Maintenance Practices for specific

procedures and equipment required.

8-14

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208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND HANDLING (Continued)

LEVELING

Longitudinal leveling of the airplane for weighing will require that the

main landing gear be supported by stands, blocks, etc., on the main

gear scales to a position at least 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.

NOTE

Since the nose gear strut on this airplane contains an oil

snubber for shock absorption rather than an air/oil shock

strut, it cannot be deflated to aid in airplane leveling.

The airplane can also be leveled longitudinally by raising or lowering

the airplane at the jack points. Longitudinal leveling points are provided

at FS 239.05, WL 97.50 and FS 272.13, WL 97.50. Remove screws

located at leveling screw location on the left side of the fuselage just

forward of the cargo doors. Install two screws of sufficient length at

longitudinal leveling points on fuselage to provide resting points for

level. Place a spirit level on the screws, then deflate the nose gear tire

(if placed on scales) or adjust the jacks to center the bubble in the level.

The pilot’s seat rails can also be used for longitudinal leveling by

moving the pilot’s seat to the most forward position and placing the

level on top of (and parallel to) seat rail, just aft of pilot’s seat. Observe

level indication and deflate nose gear tire (if placed on scales) or adjust

jacks to center bubble in level.

To level airplane laterally, center a spirit level across the seat rails just

aft of crew doors, removing carpet if necessary. Observe level

indication and deflate main gear tire to properly center bubble in level.

Refer to the 208 Maintenance Manual, Chapter 8-20-00, Leveling -

Maintenance Practices, for specific procedures and equipment

required.

208BPHCUS-00

U.S.

8-15

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

SERVICING

In addition to the Preflight Inspection covered in Section 4 of the POH,

complete servicing, inspection, and test requirements for your airplane

are detailed in the 208 Series Maintenance Manual. The Maintenance

Manual outlines items that require attention at regular intervals, plus

those items that require servicing, inspection, and/or testing at special

intervals.

Since Cessna Authorized Service Facilities have the training and

equipment necessary to conduct all service, inspection, and test

procedures in accordance with applicable maintenance manuals, it is

recommended that owner/operators contact the Cessna Authorized

Service Facility concerning these requirements and begin scheduling

the airplane for service at the recommended intervals.

Depending on various flight operations, your local Government Aviation

Agency may require additional service, inspections, or tests. For these

regulatory requirements, owners/operators should check with local

aviation officials where the airplane is being operated.

For quick and ready reference, quantities, materials, and specifications

for frequently used service items are as follows:

8-16

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

OIL (Continued)

OIL CAPACITY

Total:

14 U.S. QUARTS (13.2 I)

(including filter, cooler, and hoses)

Drain and Refill Quantity:

9.5 U.S. QUARTS (9.0 l)

(approximately)

OIL QUANTITY OPERATING RANGE

Fill to within 1.5 quarts of MAX HOT or MAX COLD (as appropriate)

on dipstick. Quart marking indicate U.S. quarts low if oil is hot. For

example, a dipstick reading of 3 indicates the system is within 2

quarts of MAX if the oil is cold and within 3 quarts of MAX if the oil is

hot.

WARNING

Make sure oil dipstick cap is securely latched

down. Operating the engine with less than the

recommended oil level and with the dipstick cap

unlatched will result in excessive oil loss and

eventual engine stoppage.

NOTE

To obtain an accurate oil level reading, it is recommended

the oil level be checked within 10 minutes after engine

shutdown while the oil is hot (MAX HOT marking) or prior to

the first flight of the day while the oil is cold (MAX COLD

marking). If more than

10 minutes has elapsed since

engine shutdown and engine oil is still warm, perform an

engine dry motoring run before checking oil level.

208BPHCUS-00

U.S.

8-19

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

FUEL (Continued)

FUEL ADDITIVES

One of the following fuel system anti-ice additives must be added to the

fuel as noted at the following concentrations. Use of fuel anti-ice

additives is required if freezing temperatures are expected during any

part of the flight. Use of an approved Static Dissipator or Biocide is

recommended but not required.

1. MIL-DTL-27686 (EGME) or MIL-DTL-85470 (DiEGME), Type:

Anti-Ice Additive, in a concentration of 0.10 to 0.15 percent by

volume.

2. MIL-DTL-27686 (EGME) or MIL-DTL-85470 (DiEGME), Type:

Anti-Ice Additive, in a concentration of 0.10 to 0.20 percent by

volume.

3. GOST 8313 (Fluid I), Type: Anti-Ice Additive, in a concentration

of 0.10 to 0.30 percent by volume.

4. CIS TU6-10-1458

(Fluid I-M), Type: Anti-Ice Additive, in a

concentration of 0.10 to 0.30 percent by volume.

5. T1301 (SH0396-92), Type: Anti-Ice Additive, in a concentration

of 0.10 to 0.15 percent by volume.

6. DuPont Stadis 450, Type: Static Dissipator, in a concentration as

required to bring fuel up to 300 conductive units, not to exceed 1

Parts Per Million (PPM).

7. SOHIO Biobor JF, Type: Biocide, at a concentration not to

exceed 20 PPM of elemental boron (270 PPM of total additive).

8. Kathon FP, Type: Biocide, at a concentration not to exceed 100

PPM of total additive.

(Continued Next Page)

208BPHCUS-01

U.S.

8-21

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

FUEL (Continued)

FUEL ADDITIVES (Continued)

A variety of fuels may be used in the airplane. When operating in

outside air temperatures of 5°C or colder, each fuel must have an

approved anti-icing additive, incorporated or added to the fuel during

refueling.

Make sure the correct concentration of anti-icing additive is present in

the fuel if freezing temperatures are expected during any part of the

flight.

Anti-icing additive or biocide can be used to control bacteria and fungi.

The anti-ice additives EGME/DIEGME have shown, through service

experience, that they provide acceptable protection from

microorganisms such as bacteria and fungi that can rapidly multiply

and cause serious corrosion in tanks and may block filters, screens and

fuel metering equipment.

CAUTION

• JP-5 fuels per MIL-T-5624 and JP-8 fuel per MIL-T-

83133A contain the correct premixed quantity of an

approved type of anti-icing fuel additive and no

additional anti-ice compounds should be added.

• Proper mixing of EGME or DIEGME compound with

the fuel is extremely important. A concentration in

excess of that recommended (0.15% by volume

maximum) will result in detrimental effects to the fuel

tanks, such as deterioration of protective primer and

sealants and damage to o-rings and seals in the fuel

system and engine components.

• Use only blending equipment that is recommended

by the manufacturer to obtain proper proportioning.

(Continued Next Page)

8-22

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208BPHCUS-01

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

FUEL (Continued)

FUEL ADDITIVES (Continued)

PROCEDURE FOR ADDING FUEL ANTI-ICING ADDITIVE

When the airplane is being refueled, use the following procedure to

blend anti-icing additive to nontreated fuel:

1. Attach additive to refuel nozzle, making sure blender tube

discharges in the refueling stream.

2. Start refueling while simultaneously fully depressing and slipping

ring over trigger of blender.

WARNING

Anti-icing additives containing Ethylene Glycol

Monomethyl Ether (EGME) are harmful if inhaled,

swallowed, or absorbed through the skin, and will

cause eye irritation. It is also combustible. Before

using this material, refer to all safety information on

the container.

CAUTION

• Diethylene Glycol Monomethyl Ether (DIEGME) is

slightly toxic if swallowed and may cause eye

redness, swelling and irritation. It is also

combustible. Before using this material, refer to all

safety information on the container.

• Make sure the additive is directed into the flowing

fuel stream with the additive flow started after the

fuel flow starts and stopped before fuel flow stops.

Do not allow concentrated additive to contact coated

interior of fuel tank or airplane painted surface.

• Use a minimum of 20 fluid ounces of additive per

156 gallons of fuel and a maximum of 20 fluid

ounces of additive per 104 gallons of fuel.

(Continued Next Page)

208BPHCUS-00

U.S.

8-23

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

FUEL (Continued)

FUEL ADDITIVES (Continued)

PROCEDURE FOR CHECKING FUEL ADDITIVES

Prolonged storage of the airplane will result in a water buildup in the

fuel which “leaches out” the additive. An indication of this is when an

excessive amount of water accumulates in the fuel tank sumps. The

concentration of additive can be checked using an anti-icing additive

concentration test kit. Refer to 208 Maintenance Manual, Chapter 12-

11-01, Fuel - Servicing, for additional information on the anti-icing

additive concentration test kit. It is imperative that the instructions for

the test kit be followed explicitly when checking the additive

concentration. The additive concentrations by volume for EGME/

DIEGME shall be

0.10% minimum and

0.15% maximum, either

individually or mixed in a common tank. Fuel, when added to the tank,

should have a minimum concentration of 0.10% by volume.

CAUTION

If the fuel additive concentration has fallen below

0.035% by volume, the airplane should be defueled and

refueled.

(Continued Next Page)

8-24

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

FUEL (Continued)

FUEL ADDITIVES (Continued)

ANTI-STATIC PROTECTION

If additional anti-static protection is desired, the following additive is

approved for use:

Dupont Stadis 450 - in a concentration as required to bring fuel up

to 300 conductive units, not to exceed 1 PPM of total additive).

BIOCIDAL PROTECTION

If additional biocidal protection is desired, an additive is permitted for

use in certain conditions. Fuel tank maintenance practices are of prime

importance in controlling microbial growth. However, other factors such

as climate, airplane design, route structure, and utilization also affect

microbial growth; therefore, occasional use of a biocide may be

required.

Biocide additive may be used on a limited basis, defined as intermittent

or non-continuous use in a single application, to sterilize airplane fuel

systems suspected or found to be contaminated by microbial

organisms. For those operators, where the need for biocide use is

dictated, Pratt & Whitney Canada recommends, as a guide, a dosage

interval of once a month. This interval can then be adjusted, either

greater or lesser as an operator’s own experience dictates. An engine

operated in private and corporate airplanes, where utilization rates are

relatively low, may use the additive continuously. The following

additives are permitted for use:

• Sohio Biobor JF - at a concentration not to exceed 20

PPM of elemental boron (270 PPM of total additive).

• Kathon FP - at a concentration not to exceed 100

PPM of total additive.

208BPHCUS-00

U.S.

8-25

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

FUEL (Continued)

FUEL CAPACITY

TOTAL FUEL

Both Tanks and Reservoir:

339.1 U.S. Gallons (1283 l)

Both Tanks:

335.6 U.S. Gallons (1270 l)

Each Tank:

167.8 U.S. Gallons (635 l)

TOTAL USABLE FUEL

Both Tanks ON and Reservoir:

335.3 U.S. Gallons (1268 l)

Both Tanks ON:

332.0 U.S. Gallons (1256 l)

Single Tank ON:

165.0 U.S. Gallons (624 l)

TOTAL UNUSABLE FUEL

Both Tanks ON:

3.6 U.S. Gallons (13 l)

Single Tank ON:

2.8 U.S. Gallons (10 l)

Maximum Fuel Imbalance:

200 Pounds (90 kg)

NOTE

To achieve full fuel capacity, fill fuel tank to the top of the

filler neck. Filling fuel tanks to the bottom of the fuel filler

collar

(level with flapper valve) allows space for thermal

expansion and results in a decrease in fuel capacity of 4.0

U.S. gallons (15 l) per side (8.0 U.S. gallons (30 l) total).

CAUTION

To obtain accurate fuel quantity indicator readings,

verify the airplane is parked in a laterally level condition,

or, if in flight, make sure the airplane is in a coordinated

and stabilized condition.

8-26

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

FUEL (Continued)

FUEL CONTAMINATION

Fuel contamination is usually the result of foreign material present in

the fuel system and may consist of water, rust, sand, dirt, microbes, or

bacterial growth. In addition, additives that are not compatible with fuel

or fuel system components can cause the fuel to become

contaminated.

Before each flight and after each refueling, use a clear sampler cup and

drain at least a cupful of fuel from each inboard fuel tank sump quick

drain valve, fuel tank external sump quick drain valve, the fuel reservoir

quick drain valve (actuated by a push-pull drain control on cargo pod),

and fuel filter quick-drain valve to determine if contaminants are present

and ensure the airplane has been fueled with the proper fuel. If the

airplane is parked with one wing low on a sloping ramp, draining of the

outboard fuel tank sump quick-drain valves

(if installed) is also

recommended.

If contamination is detected, drain all fuel drain points again. Take

repeated samples from all fuel drain points until all contamination has

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

still exists, the 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. If the airplane has

been serviced with the improper fuel grade, defuel completely and

refuel with the correct grade. Do not fly the airplane with contaminated

or unapproved fuel.

In addition, Owners/Operators who are not acquainted with a particular

fixed base operator should be assured that the fuel supply has been

checked for contamination and is properly filtered before allowing the

airplane to be serviced. Fuel tanks should be kept full between flights,

provided weight and balance considerations will permit, to reduce the

possibility of water condensing on the walls of partially filled tanks.

(Continued Next Page)

208BPHCUS-00

U.S.

8-27

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

FUEL (Continued)

FUEL CONTAMINATION (Continued)

To further reduce the possibility of contaminated fuel, routine

maintenance of the fuel system must be performed in accordance with

the Airplane Maintenance Manual. Only the proper fuel, as

recommended in this POH/AFM, should be used, and fuel additives

must not be used unless approved by Cessna and the Federal Aviation

Administration.

WARNING

• It is the pilot’s responsibility to make sure that

the airplane’s fuel supply is clean before flight.

• Do not fly the airplane with contaminated or

unapproved fuel.

• Any traces of solid contaminants such as rust,

sand, pebbles, dirt, microbes and bacterial

growth or liquid contamination resulting from

water, improper fuel type, or additives that are

not compatible with the fuel or fuel system

components must be considered hazardous.

• Carefully sample fuel from all fuel drain locations

during each preflight inspection and after every

refueling.

8-28

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

LANDING GEAR

Consult the following table for servicing information on the landing gear.

SERVICING

COMPONENT

CRITERIA

Nosewheel (22 x 8.00-8, 6-Ply Rated Tire)

30.0 - 42.0 PSI

Main Wheel (8.50-10, 8-Ply Rated Tire)

53.0 - 57.0 PSI

Main Wheel (29 x 11.00-10, 10-Ply Rated Tire)

35.0 - 45.0 PSI

Brakes

MIL-H-5606 (Note 1)

Nose Gear Shock Strut

MIL-H-5606 (Note 2)

NOTE

1. Service brake fluid reservoir with MIL-H-5606 hydraulic fluid as

placarded on reservoir. Maintain fluid level between MIN and

MAX markings.

2. Keep strut filled with MIL-H-5606 hydraulic fluid per filling

instructions placard. No air pressure is required in strut.

208BPHCUS-00

U.S.

8-29

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

OXYGEN

The oxygen cylinder, when fully charged, contains either 51 cubic feet

for the 2-port oxygen system or 117 cubic foot for the 10-port or 17-port

system, of MIL-O-27210 aviator's breathing oxygen under a pressure of

1850 PSI at 21°C (70°F). Filling pressures will vary, however, due to

ambient temperature in the filling area, and the temperature rise

resulting from compression of the oxygen. Because of this, merely

filling to

1850 PSI will not result in a properly filled cylinder. Fill to

pressures indicated on the table below for ambient temperature.

OXYGEN FILLING PRESSURES

Figure 8-3

NOTE

Refer to Section 9, Supplement 6 for additional information

on the oxygen system installed on your airplane.

8-30

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS

During cold weather operations, flight crews are responsible for making

sure that the airplane is free of ice contamination. Type I deice, and

Type II, Type III, or Type IV anti-ice fluids may be used to ensure

compliance with FAA regulations, which require that all critical

components (wings, control surfaces and engine inlets as an example)

be free of snow, ice, or frost before takeoff. The deicing process is

intended to restore the airplane to a clean configuration so that neither

aerodynamic characteristics nor mechanical interference

from

contaminants will occur.

WARNING

Type II, Type III, and Type IV anti-ice fluid is

designed for use on airplanes with a VR speed of 85

knots or greater. Whenever Type II, Type III, or Type

IV anti-ice fluid is applied to the airplane, the takeoff

flap setting is limited to UP and the VR is 88 KCAS

(83 KIAS). Refer to Section 2, Limitations, Type II,

Type III, and Type IV Anti-Ice Fluid Takeoff

Limitations and Section 5, Performance, Figure 5-11

and Figure 5-27, for Flaps Up Takeoff Distances and

liftoff speeds in KIAS. Figures 5-11 and 5-27, Flaps

Up Takeoff Distance charts start with the airplane’s

maximum weight for normal operations.

NOTE

is recommended that flight crews refamiliarize

themselves seasonally with the following publications for

expanded deice and anti-ice procedures:

• Cessna 208 Series Maintenance Manual, Chapter 12.

• FAA Advisory Circular AC135-17, dated 14 December

1994 or later.

• FAA Advisory Circular AC20-117, dated 17 December

1982 or later.

• Cessna Aircraft Company SNL 08-1 and FAA Notice

8900.196: Revised FAA-Approved Deicing Program

Updates, Winter 2012-2013.

208BPHCUS-00

U.S.

8-31

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

Deicing and anti-icing fluids are aqueous solutions which work by

lowering the freezing point of water in either the liquid or crystal phase,

thus delaying the onset of freezing. For this reason, they are referred to

as Freezing Point Depressant (FPD) fluids. Deicing fluid is classified as

Type I. Anti-icing fluid is classified as Type II, Type III, or Type IV.

Deicing and anti-icing with fluids may be performed as a one-step or

two-step process. The one-step deicing procedure involves using Type

I deice fluid to remove ice and slush from the airplane prior to departure

and to provide minimal anti-icing protection as provided in the Type I

holdover timetable (refer to FAA notice 8900.196, dated 8-16-12 or

later).

The procedure involves applying Type II, Type III, or Type IV anti-ice

fluid to make sure the airplane remains clean after deicing. Type II,

Type III, or Type IV fluid is used to provide longer-term anti-icing

protection. Type I, Type II, Type III, and Type IV fluids have time

limitation before refreezing begins, at which time additional deicing is

required. This time limitation is referred to as “holdover time”. Because

holdover time depends highly on a number of factors, charts can

provide only approximate estimates. It remains the responsibility of the

pilot-in-command to determine the effectiveness of any deicing or anti-

icing procedure. Refer to FAA notice 8900.196, dated 8-16-12 or later

for Type I, Type II, Type III or Type IV fluids.

CAUTION

Type I, Type II, Type III, and Type IV fluids are not

compatible and may not be mixed. Additionally, most

manufacturers prohibit the mixing of brands within a

type. However, the same spray equipment may apply

Type I and Type III fluids. Line personnel should be

supervised by the pilot in command to ensure proper

application of Type I deice, and Type II, Type III, or

Type IV anti-ice fluids.

(Continued Next Page)

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208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

NOTE

Deicing fluids are not intended for use in removing snow

deposits. Snow is best removed by mechanically sweeping

or brushing it from the airplane structure. Use caution not to

damage any airplane structure or antennas when removing

snow.

Deicing may be accomplished using the ambient temperature available

from a heated hangar or by mechanical means using a glycol-based

Freezing Point Depressant (FPD) Type I fluid. A heated hangar is an

excellent option to deice airplanes and must be utilized whenever

possible. However, care must be exercised to make sure that all melted

precipitation is removed from the airplane to prevent refreezing once

the airplane is moved from the hangar to the flight line. Type I deicing

fluids should be sprayed on the airplane (with engine shutdown) in a

manner that minimizes heat loss of fluid to the air. The fluid should be

applied in a temperature range from 160°F to 180°F (71°C to 82°C)

using a solid cone pattern of large coarse droplets. Fluid should be

sprayed as close as possible to the airplane surfaces, but not closer

than approximately 10 feet if a high-pressure nozzle is used.

Application techniques for Type II, Type III, and Type IV fluids are the

same as Type I, except that since the airplane is already clean, the

application should last only long enough to properly coat the airplane

surfaces. However, Type II, Type III, or Type IV fluid is sometimes

heated and sprayed as a deicing fluid. For this case, it should be

considered a Type I fluid as the heat may change the characteristics of

the thickening agents in the fluid. Therefore, Type II, Type III, or Type IV

fluid applied in this manner will not be as effective as it would be if it

were applied at ambient temperature.

(Continued Next Page)

208BPHCUS-00

U.S.

8-33

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

Refer to Figure 8-4, Essential Areas To Be Deiced, for areas to spray

Type I deicing fluid, Figure 8-5, Essential Areas To Apply Anti-ice Fluid,

for areas to spray Type II, Type III and Type IV anti-icing fluid, Figure 8-

6, Deice And Anti-ice Fluid Direct Spray Avoidance Areas, for areas to

avoid spraying directly, and Figure

8-7, Deicing And Anti-icing

Application, for sequence of application.

Heated solutions of Freezing Point Depressant

(FPD) are more

effective than unheated solutions because thermal energy is used to

melt the ice, snow, or frost formations. Type I deicing fluids are used in

the diluted state, with specific ratios of fluid-to-water dependent on

ambient temperature. Type I deicing fluids have a very limited holdover

time. Refer to FAA Notice 8900.196, dated 8-16-12 or later.

CAUTION

Type I fluids should never be used full strength

(undiluted). Undiluted glycol fluid is quite viscous below

14°F (-10°C) and can actually produce lift reductions of

about 20 percent. Additionally, undiluted glycol has a

higher freezing point than a glycol/water mixture.

NOTE

• Deicing and anti-icing procedures must be closely

coordinated between the pilot in command and ground

crews, and carried out in a timely manner. Ultimate

responsibility for safety of flight rests with the pilot in

command, and any decisions to deice or anti-ice an

airplane must be accomplished under his or her direct

supervision.

• The first area to be deiced and anti-iced must be visible

from the cockpit and must be used to provide a

conservative estimate for subsequent ice accumulations

on unseen areas of the airplane before initiating takeoff.

• Due to the weight and C.G. changes that occur while

deicing the airplane, a tail stand must be placed under

the tail to prevent the airplane from tipping on its tail.

(Continued Next Page)

8-34

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND

TYPE IV FLUIDS)

NOTE

Refer to FAA Notice 8900.196, dated 8-16-12 or later for

holdover timetables.

The length of time that deicing and anti-icing fluids remain effective is

known as “holdover time”. The holdover timetables for Type I deicing,

and Type II, Type III, or Type IV anti-icing fluids are only an estimation

and vary depending on many factors (temperature, precipitation type,

wind, and airplane skin temperature). The holdover times are based on

the mixture ratio appropriate for the OAT. Holdover times start when the

last application has begun.

Guidelines for maximum holdover times anticipated by the FAA, in

coordination with Transport Canada (TC) and the SAE G-12 Aircraft

Ground Deicing Holdover Time Subcommittee generated the HOT

guidelines published in FAA Notice 8900.196 for Type I, Type II, Type III

or Type IV, and ISO Type I, Type II, Type III, or Type IV fluid mixtures.

Type I HOTs are a function of weather conditions and outside air

temperature (OAT) while the HOTs for Type II, Type III, and Type IV

fluids are primarily a function of the OAT, precipitation type and

intensity, and percent Freezing Point Depressant

(FPD) fluid

concentration applied.

NOTE

The SAE no longer publishes HOT guidelines.

(Continued Next Page)

208BPHCUS-00

U.S.

8-35

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND

TYPE IV FLUIDS) (Continued)

CAUTION

•

Aircraft operators are solely responsible for ensuring

that holdover timetables contain current data.

•

The tables are for use in departure planning only and

should be used in conjunction with pretakeoff

contamination check procedures.

•

The time of protection will be shortened in heavy

weather conditions. High wind velocity and jet blast

may cause a degradation of the protective film. If

these conditions occur, the time of protection may be

shortened considerably. This is also the case when

fuel temperature is significantly lower than OAT.

NOTE

•

Holdover timetables in FAA Notice

8900.196, dated

11-25-09 or later do not apply to other than SAE or ISO

Type I, Type II, Type III or Type IV fluids.

•

The responsibility for the application of this data remains

with the user.

WARNING

When ground icing conditions are present, a

pretakeoff contamination check must be conducted

by the pilot in command within 5 minutes of takeoff,

preferably just prior to taxiing onto the active

runway. Critical areas of the airplane such as

empennage, wings, windshield, control surfaces,

and engine inlets must be checked to make sure

they are free of ice, slush, and snow and that the

anti-ice fluid is still protecting the airplane.

(Continued Next Page)

8-36

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND

TYPE IV FLUIDS) (Continued)

TYPE I DEICE FLUID

NOTE

• Freezing point of Type I fluid mixture must be at least

10°C (18°F) below OAT.

• Holdover time starts when last application has begun.

• Type I fluid should be sprayed on the airplane (with

engine off) in a manner which minimizes heat loss to the

air. If possible, fluid should be sprayed in a solid cone

pattern of large coarse droplets at a temperature of

160°F to 180°F. The fluid should be sprayed as close as

possible to the airplane surfaces, but not closer than 10

feet if a high pressure nozzle is used.

WARNING

When ground icing conditions are present, a

pretakeoff contamination check should be

conducted by the pilot in command within

minutes of takeoff, preferably just prior to taxiing

onto the active runway. Critical areas of the

airplane such as empennage, wings, windshield,

control surfaces, and engine inlets should be

checked to make sure they are free of ice, slush,

and snow, and that the anti-ice fluid is still

protecting the airplane.

208BPHCUS-00

U.S.

8-37

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND

TYPE IV FLUIDS) (Continued)

TYPE II ANTI-ICE FLUID

NOTE

•

Freezing point of Type II fluid mixture must be at least

7°C (13°F) below OAT.

•

Holdover time starts when last application has begun.

•

Application techniques for Type II fluid are the same as

for Type I, except that since the airplane is already

clean, the application should last only long enough to

properly coat the airplane surfaces.

•

Type II fluid can be applied undiluted at ambient

temperature to a “clean” airplane within three minutes

after deicing is completed, due to the limited holdover

times of Type I deice fluid. Type II fluid is however,

sometimes heated and sprayed as a deicing fluid. For

this case, it should be considered a Type I fluid, as the

heat may change the characteristics of the thickening

agents in the fluid. Type II fluid therefore, applied in this

manner, will not be as effective as it would be if it were

applied at ambient temperature.

CAUTION

Some Type II fluids could form a thick or high strength

gel during “dry-out” and when rehydrated can freeze

restricting movement of flight control surfaces, while in

flight.

WARNING

When ground icing conditions are present, a

pretakeoff contamination check must be conducted

by the pilot in command within 5 minutes of takeoff,

preferably just prior to taxiing onto the active

runway. Critical areas of the airplane such as

empennage, wings, windshield, control surfaces,

and engine inlets must be checked to make sure

they are free of ice, slush, and snow and that the

anti-ice fluid is still protecting the airplane.

8-38

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND

TYPE IV FLUIDS) (Continued)

TYPE III ANTI-ICE FLUID

NOTE

•

Freezing point of Type III fluid mixture must be at least

7°C (13°F) below OAT.

•

Holdover time starts when last application has begun.

•

Application techniques for Type III fluid are the same as

for Type I, except that since the airplane is already

clean, the application should last only long enough to

properly coat the airplane surfaces.

•

Type III fluid must be applied undiluted at ambient

temperature to a “clean” airplane within 3 minutes after

deicing is completed due to the limited holdover times of

Type I deice fluid. However, Type III fluid is sometimes

heated and sprayed as a deicing fluid. For this case, it

should be considered a Type I fluid, as the heat may

change the characteristics of the thickening agents in the

fluid. Therefore, Type II fluid applied in this manner will

not be as effective as it would be if it were applied at

ambient temperature.

WARNING

When ground icing conditions are present, a pre-

takeoff contamination check must be conducted by

the pilot in command within 5 minutes of takeoff,

preferably just prior to taxiing onto the active

runway. Critical areas of the airplane such as

empennage, wings, windshield, control surfaces,

and engine inlets must be checked to make sure

they are free of ice, slush, and snow and that the

anti-ice fluid is still protecting the airplane.

208BPHCUS-00

U.S.

8-39

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND

TYPE IV FLUIDS) (Continued)

TYPE IV ANTI-ICE FLUID

CAUTION

The time of protection will be shortened in heavy

weather conditions. Heavy precipitation rates, high

moisture content, high wind velocity, or jet blast may

reduce holdover time below the lowest time stated in

the range. Holdover time may be reduced when

airplane skin temperature is lower than OAT.

NOTE

•

Freezing point of Type IV fluid mixture must be at least

7°C (13°F) below OAT.

•

Holdover time starts when last application has begun.

•

Application techniques for Type IV fluid are the same as

for Type I, except that since the airplane is already

clean, the application should last only long enough to

properly coat the airplane surfaces.

•

Type IV fluid can be applied undiluted at ambient

temperature to a “clean” airplane within three minutes

after deicing is completed, due to the limited holdover

times of Type I deice fluid. Type IV fluid is however,

sometimes heated and sprayed as a deicing fluid. For

this case, it should be considered a Type I fluid, as the

heat may change the characteristics of the thickening

agents in the fluid. Type IV fluid therefore, applied in this

manner, will not be as effective as it would be if it were

applied at ambient temperature.

(Continued Next Page)

8-40

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

GROUND DEICE/ANTI-ICE OPERATIONS (Continued)

HOLDOVER TIMETABLE (TYPE I, TYPE II, TYPE III, AND

TYPE IV FLUIDS) (Continued)

TYPE IV ANTI-ICE FLUID (Continued)

CAUTION

• Some Type IV fluids could form a thick or high

strength gel during “dry-out” and when rehydrated

can freeze restricting movement of flight control

surfaces, while in flight.

• Some Type IV fluids exhibit poor aerodynamic

elimination

(flow-off)

qualities

colder

temperatures.

• Heated areas of airplane (i.e., heated pitot tubes and

stall warning vanes) should be avoided due to the

fact that fluid may

“dry-out” into hard globular

nodules.

208BPHCUS-00

U.S.

8-41

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

ESSENTIAL AREAS TO BE DEICED

SHADED AREAS INDICATE ESSENTIAL AREAS TO BE DEICED.

NOTE

1. Give special attention to the gaps between the flight controls.

All snow, ice, and slush must be removed from these gaps.

2. Remove snow, ice and slush from pitot tubes by hand only.

DIRECT SPRAY AVOIDANCE AREAS:

Engine Inlets and Exhaust, Brakes, Pitot-Static Tubes, Windshields,

Cabin Windows, and Stall Warning Vane.

Figure 8-4

8-42

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

ESSENTIAL AREAS TO APPLY ANTI-ICE FLUID

SHADED AREAS INDICATE ESSENTIAL AREAS WHERE ANTI-ICE

FLUID IS APPLIED.

NOTE

Anti-ice fluid must be applied at low pressure to form a thin

film on surfaces. Fluid must just cover airplane without

runoff.

DIRECT SPRAY AVOIDANCE AREAS:

Pitot-Static Tubes, Windshields, Cabin Windows, and Stall Warning

Vane.

Figure 8-5

208BPHCUS-00

U.S.

8-43

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

DEICING AND ANTI-ICING APPLICATION

NOTE

By starting the deice and anti-ice application at the left front

area of the airplane, the pilot can then get a conservative

estimate of how quickly ice forms by observation from

inside the cockpit. Because the cockpit is the first area

deiced or anti-iced, it will be the first area where ice will

form again.

Figure 8-7

208BPHCUS-00

U.S.

8-45

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

CLEANING AND CARE

PAINTED SURFACES

The painted exterior surfaces of the Cessna 208B have a durable, long-

lasting finish. Approximately 10 days are required for the paint to cure

completely; in most cases, the curing period will have been completed

prior to delivery of the airplane. In the event that polishing or buffing is

required within the curing period, it is recommended that the work be

done by someone experienced in handling uncured paint. Any Cessna

Authorized Service Facility can accomplish this work.

Generally, the painted surfaces can be kept bright by washing with

water and mild soap, followed by a rinse with water and drying with

cloths or a chamois. Harsh or abrasive soaps or detergents that cause

corrosion or scratches must never be used. Remove stubborn oil and

grease with a cloth moistened with Stoddard solvent.

To seal any minor surface chips or scratches and protect against

corrosion, the airplane must be waxed regularly with a good automotive

wax applied in accordance with the manufacturer's instructions. If the

airplane is operated in a sea coast or other salt water environment, it

must be washed and waxed more frequently to assure adequate

protection. Special care must be taken to seal around rivet heads and

skin laps, which are the areas most susceptible to corrosion. A heavier

coating of wax on the leading edges of the wings and tail and on the

cowl nose cap and propeller spinner will help reduce the abrasion

encountered in these areas. Reapplication of wax will generally be

necessary after cleaning with soap solutions or after chemical deicing

operations.

When the airplane is parked outside in cold climates and it is necessary

to remove ice before flight, care must be taken to protect the painted

surfaces during ice removal with chemical liquids. Isopropyl alcohol will

satisfactorily remove ice accumulations without damaging the paint.

However, keep the isopropyl alcohol away from the windshield and

cabin windows since it will attack the plastic and may cause it to craze.

8-46

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

CLEANING AND CARE (Continued)

WINDSHIELD AND WINDOWS

The windshield and windows are constructed of cast acrylic. The

surface hardness of acrylic is approximately equal to that of copper or

brass. Do not use a canvas cover on the windshield unless freezing

rain or sleet is anticipated. Canvas covers may scratch the plastic

surface. When cleaning and waxing the windshield and windows, use

only the following prescribed methods and materials.

MAINTENANCE PROCEDURES

The following procedures provide the most current information

regarding cleaning and servicing windshields and windows. Improper

cleaning or use of unapproved cleaning agents can cause damage to

these surfaces.

CLEANING INSTRUCTIONS

CAUTION

• Windshields and windows (acrylic-faced) are easily

easily damaged by improper handling and cleaning

techniques.

• Do not use methanol, denatured alcohol, gasoline,

benzene, xylene, methyl n-propyl ketone, acetone,

carbon tetrachloride, lacquer thinners, commercial or

household window cleaning sprays on windshields

or windows.

1. Place airplane inside hangar or in shaded area and allow to cool

from heat of sun’s direct rays.

2. Using clean (preferably running) water, flood the surface. Use

bare hands with no jewelry to feel and dislodge any dirt or

abrasive materials.

(Continued Next Page)

208BPHCUS-00

U.S.

8-47

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

CLEANING AND CARE (Continued)

WINDSHIELD AND WINDOWS (Continued)

CLEANING INSTRUCTIONS (Continued)

Using a mild soap or detergent, such as a dishwashing liquid, and

water to wash the windshield surfaces. Again, use only the bare

hand to provide rubbing force. A clean cloth may be used to

transfer the soap solution to the surface, but extreme care must

be exercised to prevent scratching the surface.

When contaminants on acrylic windshields and windows cannot

be removed by a mild detergent, Type Il aliphatic naphtha,

applied with a soft clean cloth, may be used as a cleaning

solvent. Be sure to frequently refold cloth to avoid redepositing

contaminants and/or scratching windshield with any abrasive

particles.

Rinse surface thoroughly with clean fresh water and dry with a

clean cloth.

Hard polishing wax should be applied to acrylic surfaces. (The

wax has an index of refraction nearly the same as transparent

acrylic and will tend to mask any shallow scratches on the

windshield surface).

Acrylic surfaces may be polished using a polish meeting Federal

Specification P-P-560 applied per the manufacturer’s

instructions.

CAUTION

When applying and removing wax and polish, use a

clean, soft cloth, such as cotton or cotton flannel.

A Cessna approved rain repellent and surface conditioner may

be used to increase the natural cleaning of the windshield during

rain. Apply in accordance with manufacturers instructions.

Caution must be used not to get rain repellent on painted

surfaces surrounding the windshield.

CAUTION

REPCON is the only rain repellent conforming to

Federal Specification MIL-W-6862 that is approved to

use on Cessna Model 208 series airplanes.

8-48

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

CLEANING AND CARE (Continued)

WINDSHIELD AND WINDOWS (Continued)

PREVENTIVE MAINTENANCE

CAUTION

Utilization of the following techniques will help minimize

windshield and window crazing.

Keep all surfaces of windshields and windows clean.

If desired, wax acrylic surfaces.

Carefully cover all surfaces during any painting, powerplant

cleaning or other procedure that calls for the use of any type of

solvents or chemicals.

The following coatings are approved for use in protecting

surfaces from solvent attack:

a. White Spray Lab, MIL-C-6799, Type I, Class II.

b. WPL-3 Masking Paper - St. Regis, Newton, MA.

5 X N - Poly-Spotstick - St. Regis, Newton, MA.

Protex

- Mask Off Company, Monrovia, CA and

Southwest Paper Co., Wichita, KS.

e. Protex

10VS - Mask Off Company, Monrovia, CA and

Southwest Paper Co., Wichita, KS

Scotch 344 Black Tape - 3M Company

Do not park or store the airplane where it might be subjected to

direct contact with or vapors from: methanol, denatured alcohol,

gasoline, benzene, xylene, MEK, acetone, carbon tetrachloride,

lacquer thinners, commercial or household window cleaning

sprays, paint strippers, or other types of solvents.

Do not use solar screens or shields installed on inside of airplane

or leave sunvisors up against windshield. The reflected heat from

these items causes elevated temperatures which accelerate

crazing.

Do not use power drill motor or powered device to clean, polish,

or wax surfaces.

208BPHCUS-00

U.S.

8-49

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

CLEANING AND CARE (Continued)

MATERIALS REQUIRED FOR ACRYLIC WINDSHIELDS

AND WINDOWS

MATERIAL

MANUFACTURER

USE

Mild soap or detergent

(hand

Commercially available

Cleaning windshields and

dishwashing

type

without

windows.

abrasives)

Aliphatic

naphtha Type II

Commercially available

Removing deposits that cannot

conforming

Federal

be removed with mild soap

Specification TT-N-95

solution on acrylic windshields

and windows.

Polishing wax: (Refer to Note 1)

Waxing acrylic windshields and

windows.

Turtle Wax (paste)

Turtle Wax, Inc.

Chicago, IL 60638

Great Reflections Paste Wax

E.I. duPont de Nemours

and

Co., (Inc.)

Wilmington, DE 19898

Classic Chemical

Slip-Stream Wax (paste)

Grand Prairie, TX 75050

Acrylic polish conforming to

Cleaning and polishing acrylic

Federal Specification P-P-560

windshields and windows.

such as:

Permatex plastic cleaner

Permatex Company,

Inc.

Number 403D

Kansas City, KS 66115

Mirror Glaze MGH-17

Mirror Bright Polish Co.

Pasadena, CA

Soft cloth, such as: Cotton

Commercially available

Applying and removing wax

flannel or cotton terry cloth

and polish.

material

Rain repellent conforming to

Rain shedding on acrylic

Federal Specification MIL-W-

windshields.

6882, such as:

UNELKO Corp.

REPCON

7428 E. Karen Dr.

(Refer to Note 2)

Scottsdale, AZ 85260

NOTE

1. These are the only polishing waxes tested and approved for

use by Cessna Aircraft Company.

2. This is the only rain repellent approved for use by Cessna

Aircraft Company for use on Cessna Model

208B series

airplanes.

Figure 8-8

8-50

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

CLEANING AND CARE (Continued)

STABILIZER ABRASION BOOT CARE

If the airplane is equipped with stabilizer abrasion boots, keep them

clean and free from oil and grease, which can swell the rubber. Wash

them with mild soap and water, using Form Tech AC cleaner or naphtha

to remove stubborn grease. Do not scrub the boots and be sure to wipe

off all solvent before it dries. Boots with loosened edges or small tears

must be repaired. Your Cessna Authorized Service Facility has the

proper material and knowledge how to do this correctly.

PROPELLER CARE

Always conduct a preflight inspection and occasionally wipe the blades

with a cloth dampened with oil to clean off grass and bug stains,

minimize corrosion, and assure a longer blade life. Waxing the blades

with an automotive type paste wax on a regular basis will further

minimize corrosion. Damaged or blistered paint must be repainted.

During the preflight inspection, check the blades for nicks, gouges,

scratches, corrosion pits, etc., the propeller hub for evidence of grease

and oil leaks, and the propeller spinner for condition and security.

Repair of small nicks and scratches may be performed by qualified

mechanics in accordance with procedures specified in FAA Advisory

Circular 43.13-1A. However, whenever a significant amount of metal is

removed, or in the case of previously reworked blades that may be at or

near minimum width and thickness limits, the appropriate Hartzell

Service Manual must be consulted to determine if minimum allowable

blade width and thickness limits have been exceeded. If these limits are

exceeded, blade replacement is required. After filing and polishing, the

damaged area must be inspected by the dye penetrant method to verify

that all damage has been removed and the blade is not cracked. The

area should then be reprotected by localized application of chemical

film per MIL-C-5541 (e.g., Alodine) and repainted as necessary. Large

nicks or scratches or other damage involving such things as bent

blades, balance, diameter reduction, etc. must be corrected by an FAA

approved propeller repair station.

208BPHCUS-00

U.S.

8-51

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

CLEANING AND CARE (Continued)

ENGINE

ENGINE EXTERIOR/COMPARTMENT CLEANING

The engine exterior and compartment may be cleaned, using a suitable

solvent, in accordance with instructions in the airplane Maintenance

Manual. Most efficient cleaning is done using a spray type cleaner.

Before spray cleaning, ensure that protection is afforded for

components which might be adversely affected by the solvent. Refer to

the 208 Maintenance Manual, Chapter 12-22-01, External - Cleaning/

Painting for approved cleaning procedures and Chapter 12-21-05,

Engine Control Rod Ends

- Servicing, for information on proper

lubrication of controls and components after engine cleaning.

ENGINE COMPRESSOR WASH

The benefits of performance improvements and increased service life

of hot section parts accruing from instituting a regular compressor wash

program cannot be overemphasized. Compressor blade wash is

accomplished to remove deposit buildup accumulated on compressor

blades during normal operation. A compressor wash ring is installed on

the top of the engine adjacent to the induction air inlet screen to

facilitate this maintenance program. Refer to 208 Maintenance Manual,

Chapter 71-42-00, Compressor Blade Wash - Maintenance Practices,

for approved washing procedures.

Compressor washes can be performed by either motoring the engine

with the starter or running the engine. Depending on the nature of the

operating environment and the type of deposits in the engine gas path,

either of the two wash methods can be used to remove salt or dirt and

other baked-on deposits that accumulate over a period of time and

cause engine performance deterioration. When the wash is performed

solely to remove salt deposits, it is known as a “desalination” wash. A

wash performed to remove baked on deposits to improve engine

performance is known as a performance recovery wash. A motoring

wash is conducted at a gas generator RPM of 14-25%; the running

wash is carried out at an N_g of approximately 60% (23,000 RPM). The

water or cleaning mixture and rinsing solution, dependent on ambient

temperature, is injected at different pressure, depending on the wash

method being conducted.

(Continued Next Page)

8-52

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

CLEANING AND CARE (Continued)

ENGINE (Continued)

ENGINE COMPRESSOR WASH (Continued)

Operating environment determines the nature of the wash, the

frequency, and wash method recommended. If operating in a

continuously salt-laden environment, a desalination wash is

recommended following the last flight of the day by means of the

motoring method. Occasionally, salt-laden environments may

necessitate a desalination wash each week using the motoring method.

Less severe and more general operating environments are not as

conducive to rapid deposit buildup but eventually can contribute to

performance deterioration and necessitate a performance recovery

wash at intervals of 100-200 hours. In these general environments, a

motoring wash is recommended for light soil and multiple motoring or a

running wash is suggested for heavy soil.

CAUTION

Observe engine starting cycle limits when conducting

motoring wash procedures. Refer to Section

Limitations, Powerplant Limitations, for details on

Engine Starting Cycle limits.

A number of cleaning agents are recommended for addition to water to

form the cleaning solution used for compressor wash. However, the

mixture proportion of all the cleaning agents is not identical. Depending

on the prevalent ambient temperature, aviation kerosene and methanol

must be added to the cleaning solution in various proportions. The

quality of the water used is also important; any drinking quality water is

permissible for a motoring wash, but demineralized water only is

recommended for a running wash. Detailed information concerning the

cleaning mixture components, mixture formulation, recommended

quantity and application equipment can be found in Pratt & Whitney

Aircraft Gas Turbine Operation Information Letter No. 7.

208BPHCUS-00

U.S.

8-53

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

CLEANING AND CARE (Continued)

ENGINE (Continued)

COMPRESSOR TURBINE BLADE WASH

Pratt & Whitney Canada has developed a procedure for performing a

compressor turbine blade motoring wash. This technique will facilitate

the removal of contaminants from the compressor turbine blade airfoil

surfaces, thereby minimizing sulphidation attack of these surfaces. This

serves as an aid for obtaining optimum blade service life. With this

method, a water or water/methanol solution is injected directly into the

combustion chamber by way of a special spray tube which is installed

in one of the igniter plug ports. This method of engine wash does not

replace the need for a normal engine compressor wash for

performance recovery or desalination purposes.

Compressor turbine blade washing is accomplished using water of

drinking quality (potable) only at ambient temperatures of +2°C (36°F)

and above. Use a water/methanol solution at ambient temperatures

below +2°C (36°F). Refer to 208 Maintenance Manual, Chapter 71-43-

00, Turbine Blade Wash

- Maintenance Practices, for approved

washing procedures and the Pratt & Whitney, PT6A-140 Engine

Maintenance Manual, for solution strength according to ambient

temperature.

8-54

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

CLEANING AND CARE (Continued)

INTERIOR CARE

The instrument panel, control wheel, and control knobs need only be

wiped off with a damp cloth. Oil and grease on the control wheel and

control knobs can be removed with a cloth moistened with Stoddard

solvent. Volatile solvents must never be used since they soften and

craze the plastic.

CAUTION

Do not use any of the following solvents for cleaning of

the interior or interior components: methanol,

denatured alcohol, gasoline, benzene, xylene, MEK,

acetone, carbon tetrachloride, lacquer thinners,

commercial or household window cleaning sprays.

When in doubt about any product, do not use it.

The plastic trim, headliner, door panels, and floor covering in the crew

area of both versions and the rear cabin headliner and sidewalls of the

Passenger Version need only be wiped off with a damp cloth. In Cargo

Versions, the sidewalls, cargo doors, and overhead in the cargo area

are not easily soiled or stained. Dust and loose dirt must be picked up

with a vacuum cleaner. Stubborn dirt can be wiped off with a cloth

moistened in clean water. Mild soap suds, used sparingly, will remove

grease. The soap must be removed with a clean damp cloth.

To remove dust and loose dirt from the upholstery and carpet, clean the

interior regularly with a vacuum cleaner.

Blot up any spilled liquid promptly with cleansing tissue or rags. Don't

pat the spot; press the blotting material firmly and hold it for several

seconds. Continue blotting until no more liquid is taken up. Scrape off

sticky materials with a dull knife, then spot clean the area.

(Continued Next Page)

208BPHCUS-00

U.S.

8-55

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

CLEANING AND CARE (Continued)

INTERIOR CARE (Continued)

Oily spots may be cleaned with household spot removers, used

sparingly. Before using any solvent, read the instructions on the

container and test it on an obscure place on the fabric to be cleaned.

Never saturate the fabric with a volatile solvent; it may damage the

padding and backing materials.

Soiled upholstery and carpet may be cleaned with foam type detergent,

used according to the manufacturer's instructions. To minimize wetting

the fabric, keep the foam as dry as possible and remove it with a

vacuum cleaner.

The protective plywood floor panels (if installed) and aft bulkhead

covering in the cargo area must be vacuum cleaned to remove dust

and dirt. A cloth moistened with water will aid in removing heavy soil.

Do not use excessive amounts of water, which would deteriorate the

protective floor panels.

For complete information related to interior cleaning, refer to the 208

Maintenance Manual, Chapter 12-23-01, Interior - Cleaning/Painting.

AVIONICS CARE

The Garmin GDU displays have an anti-reflective coating that is very

sensitive to skin oils, waxes, ammonia, and abrasive cleaners. Clean

the displays as described in the Garmin G1000 Cockpit Reference

Guide.

8-56

U.S.

208BPHCUS-00

CESSNA

SECTION 8

MODEL 208B 867 SHP

AIRPLANE HANDLING, SERVICE

GARMIN G1000

AND MAINTENANCE

PROLONGED OUT OF SERVICE CARE

Prolonged out of service care applies to all airplanes that will not be

flown for an indefinite period (less than 60 days) but which are to be

kept ready to fly with the least possible preparation. If the airplane is to

be stored temporarily or indefinitely, refer to the

208 Maintenance

Manual, Chapter 10-11-00, Storage - Maintenance Practices, for proper

storage procedures. The Maintenance Manual provides amplification

for the following procedures:

1. The procedure to be followed for preservation of an engine in

service depends on the period of inactivity and whether or not

the engine may be rotated during the inactive period. The

expected period of inactivity must be established and reference

made to the Engine Preservation Schedule. The preservation

carried out must be recorded in the engine maintenance record

and on tags secured to the engine. The following preservation

schedule lists procedures to be followed:

CAUTION

Under no circumstances should preservative oil be

sprayed into the compressor or exhaust ports of the

engine. Dirt particles deposited on blades and vanes

during engine operation will adhere and alter the airfoil

shape, adversely affecting compressor efficiency.

0 to 7 Days - The engine may be left in an inactive state,

with no preservation protection, provided the engine is

sheltered, humidity is not excessively high, and the engine

is not subjected to extreme temperature changes that would

produce condensation.

8 to 28 Days - An engine inactive for up to 28 days requires

no preservation, provided all engine openings are sealed off

and relative humidity in the engine is maintained at less than

40%. Humidity control is maintained by placing desiccant

bags and a humidity indicator on wooden racks in engine

primary exhaust duct. Suitable windows must be provided in

the exhaust closure to facilitate observation of the humidity

indicators.

(Continued Next Page)

208BPHCUS-00

U.S.

8-57

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 208B 867 SHP

AND MAINTENANCE

GARMIN G1000

PROLONGED OUT OF SERVICE CARE (Continued)

29 to 90 Days - An engine inactive for a period exceeding 28

days, but less than 91 days, need only have the fuel system

preserved, engine openings covered, and desiccant bags

and humidity indicators installed.

91 Days and Over - An engine inactive over 90 days in the

airframe or removed for long-term storage in a container,

must, in addition to the 29 to 90 day procedure, have the

engine oil drained and unused accessory drive pads

sprayed.

Place a cover over the pitot tube and install the two engine inlet

covers. To prevent the propeller from windmilling, install the

propeller anchor over a blade of the propeller and secure the

strap around the nose gear or to the bracket located on the

lower right hand cowl. Cover all other openings to prevent entry

of foreign objects.

Keep the fuel tanks full to minimize condensation in the tanks.

If the airplane will be out of service for

5 days or more,

disconnect the battery. If the battery is left in the airplane, it must

be removed and serviced regularly to prevent discharge. If the

battery is removed from the airplane, check it regularly for state

of charge.

If the airplane is stored outside, tiedown the airplane in

accordance with the procedure in this section. Chock the nose

and main wheels; do not set the parking brake if a long period of

inactivity is anticipated as brake seizing can result.

Either block up fuselage to relieve pressure on tires or rotate

wheels every two weeks to prevent flat areas on tires. Mark tires

with tape to ensure tire is placed approximately 90 degrees from

previous position.

Drain all fuel drain points every 30 days and check for water

accumulation. Prolonged storage of the airplane will result in a

water buildup in the fuel which “leaches out” the fuel additive. An

indication of this is when an excessive amount of water

accumulates at the fuel drain points. Refer to Fuel Additive in

this section for minimum allowable additive concentrations.

8-58

U.S.

208BPHCUS-00

CESSNA

SECTION 9

MODEL 208B 867 SHP

SUPPLEMENTS

GARMIN G1000

SUPPLEMENTS

INTRODUCTION

The supplements in this section contain amended operating limitations,

operating procedures, performance data and other necessary

information for airplanes conducting special operations for both

standard and optional equipment installed in the airplane. Operators

should refer to each supplement to ensure that all limitations and

procedures appropriate for their airplane are observed.

A non FAA Approved Log Of Approved Supplements is provided for

convenience only. This log is a numerical list of all FAA Approved

supplements applicable to this airplane by name, supplement number

and revision level. This log should be used as a checklist to ensure all

applicable supplements have been placed in the Pilot's Operating

Handbook (POH). Supplements for both standard and installed optional

equipment must be maintained to the latest revision. Those

supplements applicable to optional equipment which is not installed in

the airplane, do not have to be retained.

Each individual supplement contains its own Log of Effective Pages.

This log lists the page number and revision level of every page in the

supplement. The log also lists the dates on which revisions to the

supplement occurred. Supplement page numbers will include an S and

the supplement number preceding the page number.

The part number of the supplement provides information on the

revision level. Refer to the following example:

208BPHCUS

-S1

-00

Revision Level of Supplement

Supplement Number

Cessna 208B, 867 SHP, Garmin G1000, U.S.

Pilot’s Operating Handbook

(Serials 208B2197 and 208B5000 and On)

208BPHCUS-00

9-1

SECTION 9

CESSNA

SUPPLEMENTS

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENTS

INTRODUCTION (Continued)

WARNING

• Complete familiarity with the airplane and its

systems will not only increase the pilot's

proficiency and ensure optimum operation, but

could provide a basis for analyzing system

malfunctions in case an emergency is

encountered. Information in this section will

assist in that familiarization. The responsible

pilot will want to be prepared to make proper and

precise responses in every situation.

• Limitations contained in the following

supplements are FAA approved. Observance of

these operating limitations is required by Federal

Aviation Regulations.

NOTE

Some supplements contain references to equipment

manufacturers pilot’s manuals which are supplied with the

airplane at the time of delivery from the factory, or

whenever equipment is installed after delivery. These

manuals must be kept up-to-date with the latest revisions

issued by the publisher. These vendor manuals contain a

user registration form or instructions for obtaining future

revisions or changes.

9-2

208BPHCUS-00

CESSNA

SECTION 9

MODEL 208B 867 SHP

SUPPLEMENTS

GARMIN G1000

LOG OF APPROVED SUPPLEMENTS

NOTE

It is the airplane owner's responsibility to make sure that he or she has

the latest revision to each supplement of a Pilot's Operating Handbook,

and the latest issued “Log of Approved Supplements”. This “Log of

Approved Supplements” was the latest version as of the date it was

shipped by Cessna; however, some changes may have occurred, and

the owner should verify this is the latest, most up-to-date version by

contacting Cessna Customer Care at (316) 517-5800.

Supplement

Name

Revision

Equipment

Number

Level

Installed

TKS Ice Protection System for

Cargo Pod Equipped Airplanes

Artex ME406 Emergency

Locator Transmitter (ELT)

Artex C406-N Emergency

Locator Transmitter (ELT)

Garmin G1000 Synthetic Vision

Technology (SVT)

Configuration Deviation List

(CDL)

Oxygen System

Air Conditioning System

300 Amp Starter Generator

Bendix/King KR 87 Automatic

Direction Finder (ADF)

Cargo Doors Removed Kit

Reserved

Dual Garmin GMA 1347 Audio

Panels

Honeywell KHF-1050 HF

Transceiver with PS 440

Control Display Unit

115 Volt AC Power Outlets

Nickel Cadmium (NiCAD)

Battery

(Continued Next Page)

208BPHCUSLOG

20 June 2013

U.S.

Log-1

CESSNA MODEL 208B

867 SHP - GARMIN G1000

Serials 208B2197 and 208B5000 and On

SUPPLEMENT 1

TKS ICE PROTECTION SYSTEM

FOR CARGO POD EQUIPPED AIRPLANES

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section 9 of the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when the TKS Ice Protection System for

Cargo Pod Equipped Airplanes is installed.

24 MAY 2013

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

208BPHCUS-S1-00

U.S.

S1-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 1

TKS ICE PROTECTION SYSTEM FOR CARGO POD

EQUIPPED AIRPLANES

Use the Log of Effective Pages to determine the current status of this

supplement.

Pages affected by the current revision are indicated by an asterisk (*)

preceding the page number.

Supplement Status

Date

Original Issue

24 May 2013

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S1-1 thru S1-78

Original

FAA APPROVED

S1-2

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to the

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Number

Title

Airplane Serial

Revision

Incorporated

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

TKS ICE PROTECTION SYSTEM FOR CARGO POD

EQUIPPED AIRPLANES

GENERAL

This supplement must be placed in Section 9 of the basic 208B 867

SHP Garmin G1000 Pilot’s Operating Handbook and FAA Approved

Airplane Flight Manual (POH/AFM), Revision 1, dated 22 May 2013 or

later, when the TKS Ice Protection System is installed on Cargo Pod

Equipped Airplanes. The information contained in this document

supplements or supersedes the basic POH/AFM only in those areas

listed. For limitations, procedures, performance, and loading

information not contained in this supplement, consult the basic POH/

AFM.

FAA APPROVED

S1-4

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

LIMITATIONS

The following Limitations supersede and/or are in addition to the

Limitations set forth in the basic Pilot's Operating Handbook and FAA

Approved Airplane Flight Manual:

The airplane must be operated, and its ice protection systems must be

used, as described in Normal, Abnormal and Emergency Procedures

contained in this supplement. Specific operational speeds and

performance information must be used where established for such

conditions.

REQUIRED TRAINING

Specific training for flight into known or forecast icing conditions

provided by Cessna Aircraft Company is required to be successfully

completed by the pilot in command within the preceding 12 calendar

months for any flight into known or forecast icing conditions.

Operators conducting operations under 14 CFR 121 and 14 CFR 135

may apply the grace provisions of 121.401(b) or 135.323(b) to the crew

member’s base month, as appropriate.

Completion of either of the following courses will meet this training

requirement:

Caravan Cold Wx Ops Onsite C14694 (CAC14694) and Cold WX OPS

TKS - CAC14696

Caravan Cold Wx Ops Online C14695 (CAC14695) and Cold WX OPS

TKS - CAC14696

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

LIMITATIONS (Continued)

PREFLIGHT

All checks and inspections as specified under Preflight Inspection,

Before Starting Engine and Before Takeoff Check contained in the

Normal Procedures section of this supplement must be satisfactorily

completed prior to flight into known or forecast icing conditions.

Takeoff is prohibited with any frost, ice, snow, or slush adhering to the

wings, tail, control surfaces, propeller blades, or engine air inlets.

WARNING

• The TKS Ice Protection System is not approved

for airplane deicing during ground operations.

Use only approved deice/anti-icing fluids to

make sure the critical surfaces are free of

contamination before flight.

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

on the wing may adversely change lift and drag.

Failure to remove these contaminants will

degrade airplane performance and will prevent a

safe takeoff and climb.

FAA APPROVED

S1-6

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

LIMITATIONS (Continued)

VISUAL AND TACTILE CHECK

To assure the absence of frost, a tactile check of the wing leading edge

and upper surface, as specified in Section 4, Normal Procedures of the

basic POH/AFM, is required in addition to a visual inspection if the OAT

is below 10°C (50°F). During ground icing conditions, takeoff must be

accomplished within 5 minutes of completing the tactile check unless

the airplane is operated per 14 CFR 135.227(b)(3).

Ground icing conditions are defined as:

1. The OAT is 2°C (36°F) or below and visible moisture is present

(i.e. rain, drizzle, sleet, snow, fog, water is present on the wing,

etc.), or,

2. The OAT is 5°C (41°F) or below and conditions are conducive to

active frost formation

(e.g. clear night with a dew point

temperature/OAT difference of 3°C (5°F) or less).

The upper surface of each wing must be inspected for the condition

and presence of Vortex Generators (VGs). Each wing must have all 10

VGs installed on the upper surface. All 10 VGs must be present on

each wing or takeoff is prohibited for any flight regardless of planned

flight into known or forecast icing.

Takeoff is prohibited if frost, ice or snow may reasonably be expected to

adhere to the airplane between the tactile check and takeoff (e.g. snow

near freezing temperature with no ground deicing/anti-ice fluid

application).

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

LIMITATIONS (Continued)

WEIGHT LIMITS

There are no additional limitations on the maximum allowable takeoff

weight into known or forecast icing conditions for airplanes equipped

with the TKS Ice Protection System. The maximum allowable operating

weights for the airplane are:

Maximum Ramp Weight

8842 Pounds (4010 kg)

Maximum Takeoff Weight

8807 Pounds (3994 kg)

Maximum Landing Weight

8500 Pounds (3855 kg)

MINIMUM DISPATCH FLUID

Minimum ice protection fluid for takeoff for flight into known or forecast

icing conditions is 11.7 U.S. gallons (44.27 Liters)

This minimum amount of fluid allows for 45 minutes of ice protection

with the PRIMARY switch set to HIGH mode. The sight gage on the

TKS Ice Protection System tank is the only means of making sure there

is adequate fluid quantity onboard before each flight. Refer to Figure

S1-8, System Endurance Characteristics, in the Airplane and Systems

Descriptions section of this supplement to make sure proper fluid

quantity is onboard prior to each flight into known or forecast icing

conditions.

FAA APPROVED

S1-8

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

LIMITATIONS (Continued)

APPROVED ICE PROTECTION FLUID

The TKS Ice Protection System tank must be serviced with the

following fluid:

Specification DTD 406B

Trade names for DTD 406B include:

TKS Fluid (D.W. Davies)

AVL-TKS (Aviation Laboratories)

AeroShell Compound 07 (Shell)

AL-5

Fluids conforming to this specification may be mixed in the TKS Ice

Protection System tank in any proportions.

WARNING

Under no circumstances are fluids other than those

listed above to be used in the TKS Ice Protection

System. Some fluids currently used for ground de-

icing purposes contain thickening agents which

may block the porous panels. If it is known or

suspected that such a fluid has been placed in the

tank, do not operate the system.

POROUS PANEL CLEANING

Only the following fluids are approved for cleaning the TKS leading

edge porous panels:

1. Water (with soap or detergents)

2. Approved TKS Ice Protection System Fluids

3. Aviation Gasoline

4. Aviation Turbine Fuel

5. Isopropyl Alcohol

6. Ethyl Alcohol

7. Industrial Methylated Spirit

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

LIMITATIONS (Continued)

MINIMUM SPEEDS IN ICING CONDITIONS

The minimum airspeeds for operations in icing conditions with a FULLY

FUNCTIONAL TKS Ice Protection System operating are:

WING FLAPS UP or TO/APR

95 KIAS

WARNING

• These speeds do not apply to takeoff when using

the published POH/AFM procedure for TYPE II,

TYPE III OR TYPE IV ANTI-ICE FLUID TAKEOFF

in Section 4, Normal Procedures of the POH/

AFM.

• With a failed TKS Ice Protection System,

maintain 120 KIAS with WING FLAPS UP (110

KIAS if climbing) and refer to the Emergency

Procedure Section of this supplement.

FLAP SETTING IN ICING CONDITIONS

WING FLAPS must be UP when holding in icing conditions.

WARNING

• With ice suspected on the airframe, or operating

with OAT at

5°C

(41°F) or below in visible

moisture, do not extend WING FLAPS beyond

TO/APR for landing.

• WING FLAPS must be extended to TO/APR

during all phases of flight (takeoff and landing

INCLUDED) when airspeed is below 95 KIAS.

This does not apply to takeoff when using the

published POH/AFM procedure for TYPE II, TYPE

III OR TYPE IV ANTI-ICE FLUID TAKEOFF in

Section 4, Normal Procedures of the POH/AFM.

• The aural stall warning system does not provide

adequate stall warning in all icing conditions.

FAA APPROVED

S1-10

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

LIMITATIONS (Continued)

REQUIRED EQUIPMENT

The following equipment must be installed and fully operational for

flight into known or forecast icing conditions:

Wing and wing strut leading edge porous panels

Horizontal stabilizer leading edge porous panels

Vertical stabilizers leading edge porous panels

Propeller fluid slinger assembly

TKS Ice Protection System equipment pack (tank

assembly,

pumps, filters)

Windshield spray bar

Heated lift detector (stall warning) vane

Alternate Static Source

Left and Right Pitot/Static Tube Heat System

10. Wing Ice Inspection Light

11.

Engine Driven Generator

12. Standby Electrical System

13. Engine Inertial Separator

14. Heater and Defroster

15. Hartzell Propeller: HC-B3TN-3AF/T10890CNB-2

16. Cargo Pod

17. Low Airspeed Awareness System

18. Windshield Ice Detection Light

19. Vortex Generators (10 per wing)

WINDSHIELD PUMP

The windshield pump is rated for intermittent use only.

Continuous

operation may damage the pump.

WARNING

Do not operate the windshield pump continuously

longer than 10 seconds. Allow at least 10 seconds

between operations.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

LIMITATIONS (Continued)

INERTIAL SEPARATOR

If the INERTIAL SEPARATOR is set to BYPASS at any point due to

suspected or actual icing conditions, do not return it to NORMAL until

the inertial separator door has been visually inspected and verified free

of ice and ice protection fluid. Comply with the SHUTDOWN AND

SECURING AIRPLANE check of the Normal Procedures in this

supplement.

PROPELLER SPINNER

Do not operate the airplane’s engine without the propeller spinner

installed in accordance with the Cessna Model 208 Series Maintenance

Manual.

ENVIRONMENTAL CONDITIONS

Icing conditions are defined as visually detected ice, or the presence of

visible moisture in any form at an OAT of 5°C (41°F) or below.

Known icing conditions are defined by 14 CFR Part 25, Appendix C.

These conditions do not include, nor were tests conducted in, all icing

conditions that may be encountered

(e.g., freezing rain, freezing

drizzle, mixed conditions or conditions defined as severe).

WARNING

• Flight in conditions outside of 14 CFR Part 25

Appendix C is prohibited.

• The airplane must not depart or be flown into an

airport where freezing rain or freezing drizzle

conditions are being reported.

(Continued Next Page)

FAA APPROVED

S1-12

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

LIMITATIONS (Continued)

ENVIRONMENTAL CONDITIONS (Continued)

Some icing conditions not defined in 14 CFR Part 25 Appendix C have

the potential of producing hazardous ice accumulations, which (1)

exceed the capabilities of the airplane’s ice protection equipment, and/

(2) create unacceptable airplane performance and stall speed

increase. Pilots must be prepared to divert the flight promptly if

hazardous ice accumulations occur. Inadvertent operation in these

conditions may be detected by:

1. Unusually extensive ice is accreted on the airframe in areas not

normally observed to collect ice.

2. Accumulation of ice on the upper or lower surface of the wing aft

of the protected area.

3. Heavy ice accumulations on the windshield, or when ice forms

aft of the curved sections on the windshield.

4. Ice forms aft of the protected surfaces of the wing struts.

If these conditions are encountered, the pilot must take immediate

actions to exit these conditions.

Continued flight in icing conditions is prohibited after encountering one

or more of the following with the TKS Ice Protection System fully

functional and operating:

1. Airspeed in level flight at constant power decreases by 10 KIAS

using Maximum Cruise Power.

2. MEA or MOCA (if applicable) on current leg falls into Area “C” of

Figure S1-1, Enroute Tool For Exiting Icing, located in the

Performance section of this supplement.

Exit strategies must be determined during preflight planning.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-13

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

LIMITATIONS (Continued)

AUTOPILOT OPERATION IN ICING CONDITIONS

Autopilot operation is prohibited when operating in icing conditions

which are outside the

14 CFR Part

25 Appendix C defined

Environmental Conditions listed in the Limitations section of this

supplement.

The autopilot must be disengaged when the BELOW ICING MIN SPD

flashing amber and white annunciation is activated.

The airspeeds listed in the Minimum Speeds In Icing Conditions in the

Limitations section of this supplement also apply to autopilot

operations.

MAXIMUM OPERATING ALTITUDES

Certified Maximum Operating Altitudes:

Icing Conditions

20,000 Feet

Any flight conditions with ice on the airplane

20,000 Feet

FAA APPROVED

S1-14

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

LIMITATIONS (Continued)

PLACARDS

WARNING

The following information must be displayed in the

form of composite or individual placards. As a

minimum, the exact wording of these placards is

required as specified in this section. Placard

wording can be from part numbered placards

obtained from Cessna Aircraft Company or

equivalent placards installed by an approved repair

station in accordance with normal maintenance

practices/procedures.

INTERIOR PLACARDS

FLIGHT CREW AREA

In full view of the pilot on the sunvisor or windshield trim strip on

airplanes equipped for flight into known icing:

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-15

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES

RED A-ICE PRESS LOW ANNUNCIATOR COMES ON

INTERMITTENTLY WITH PRIMARY SWITCH SELECTED

TO NORM

1. PRIMARY Switch

HIGH

IF A-ICE PRESS LOW ANNUNCIATOR REMAINS ON

2. BACKUP Switch

3. PRIMARY Switch

OFF

NOTE

The white A-ICE NORM annunciator will not be shown on

PFD with the BACKUP switch selected to the ON position.

4. PRI ANTI-ICE Circuit Breaker

OPEN (pull out)

(first row, fifth breaker from aft end)

5. TKS Ice Protection System

MONITOR

6. Airspeed

MAINTAIN 120 KIAS

(or greater until final approach and landing)

7. Icing Conditions

EXIT AS SOON AS POSSIBLE

IF A-ICE PRESS LOW ANNUNCIATOR GOES OFF

2. TKS Ice Protection System

MONITOR

3. Icing Conditions

EXIT AS SOON AS POSSIBLE

RED A-ICE PRESS LOW ANNUNCIATOR COMES ON

WITH PRIMARY SWITCH SELECTED TO HIGH OR MAX

FLOW SWITCH SELECTED TO AIRFRAME

1. BACKUP Switch

2. PRIMARY Switch

OFF

NOTE

The white A-ICE NORM annunciator will not be shown on

PFD with the BACKUP switch selected to the ON position.

3. PRI ANTI-ICE Circuit Breaker

OPEN (pull out)

(first row, fifth breaker from aft end)

4. TKS Ice Protection System

MONITOR

5. Airspeed

MAINTAIN 120 KIAS

(or greater until final approach and landing)

6. Icing Conditions

EXIT AS SOON AS POSSIBLE

FAA APPROVED

S1-20

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

AMBER A-ICE PRESS HI OR A-ICE FLUID LO

ANNUNCIATOR COMES ON

1. Icing Conditions

EXIT AS SOON AS POSSIBLE

2. TKS Ice Protection System

MONITOR

FAILURE OF ICE PROTECTION SYSTEM OR EXCESSIVE

ICE ACCUMULATION (OBSERVED OR SUSPECTED) ON

PROTECTED AIRPLANE SURFACES

1. MAX FLOW Switch

AIRFRAME

2. Airspeed

MAINTAIN 120 KIAS

(or greater until final approach and landing)

3. Icing Conditions

EXIT AS SOON AS POSSIBLE

4. Landing Distance

MULTIPLY POH/AFM DISTANCE BY:

2.2 - WING FLAPS UP

2.1 - WING FLAPS TO/APR

5. Minimum Approach Airspeed

AT OR ABOVE:

120 KIAS - WING FLAPS UP

110 KIAS - WING FLAPS TO/APR

WARNING

• With an inoperative TKS Ice Protection System

porous panel(s), increase power to Maximum

Rated and exit icing conditions as soon as

possible. In heavy icing conditions, it may not be

possible to maintain altitude or proper glide path

on approach. In this case, it is imperative that a

safe airspeed be maintained.

• Stall speeds will increase with ice accumulation

on the wing and tail leading edges. Expect higher

than normal rates of descent with power

reduction.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-21

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

FAILURE OF ICE PROTECTION SYSTEM OR EXCESSIVE

ICE ACCUMULATION (OBSERVED OR SUSPECTED) ON

PROTECTED AIRPLANE SURFACES (Continued)

WARNING

•

With unshed ice accumulations on the horizontal

stabilizer leading edge, do not extend flaps while

enroute or holding. When preparing to land use

the minimum flap setting required. Do not

exceed WING FLAPS TO/APR and maintain extra

airspeed consistent with available field length.

Do not retract the flaps once they have been

extended unless required for go-around. When

executing a go-around, retract flaps while

maintaining 5 to 10 knots extra airspeed.

•

Use of WING FLAPS LAND with an ice

contaminated horizontal stabilizer leading edge

can result in abnormal elevator control forces.

The pilot should be prepared to apply the

necessary elevator control inputs to maintain the

desired pitch attitude while retracting the WING

FLAPS to TO/APR.

•

The aural stall warning system does not provide

adequate stall warning in all icing conditions.

(Continued Next Page)

FAA APPROVED

S1-22

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

FAILURE OF ICE PROTECTION SYSTEM OR EXCESSIVE

ICE ACCUMULATION (OBSERVED OR SUSPECTED) ON

PROTECTED AIRPLANE SURFACES (Continued)

NOTE

•

Maintain a minimum airspeed of 120 KIAS with WING

FLAPS UP (110 KIAS minimum if climbing). If unable to

maintain this airspeed in level flight, allow altitude to

decease to maintain airspeed.

•

If there are unshed ice accumulations along the wing,

wing strut, or stabilizer leading edges during approach

and landing, follow the procedures listed under

Inadvertent Icing Encounters in Section 3, Emergency

Procedures, of the POH/AFM.

•

With an accumulation of 0.25 inch (6.35 mm) or more on

the wing leading edges, be prepared for a significantly

higher power requirement, approach speed, stall speed,

and longer landing roll.

•

If necessary, set up a forward slip for visibility through

the left portion of the windshield during the landing

approach.

•

Select the minimum flap setting required for available

field length. Use a minimum approach speed for the

selected landing configuration. With ice suspected on

the airframe, or operating at OAT 5°C (41°F) or less in

visible moisture, do not extend WING FLAPS beyond

TO/APR for landing.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-23

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

INADVERTENT ICING ENCOUNTER AT ALTITUDES

ABOVE 20,000 FEET

1. IGNITION Switch

2. Ice Protection

a. PRIMARY Switch

NORM

(select HIGH if required)

b. MAX FLOW Switch

WINDSHIELD

(press momentarily and repeat if necessary to keep

windshield free of ice)

c. P/S HEAT/LOW A/S AWARE Switch

d. STALL HEAT Switch

e. INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

CAUTION

If the INERTIAL SEPARATOR is set to BYPASS at any

point due to suspected or actual icing conditions, do not

return it to NORMAL until the inertial separator door has

been visually inspected and verified free of ice and ice

protection fluid.

3. CABIN HEAT and DEFROST Controls

4. Airspeed

160 KIAS MAXIMUM

5. Altitude

DESCEND TO 20,000 FEET

(or below as soon as practical)

NOTE

• Operate in accordance with the Normal Procedures

contained in this supplement at altitudes of 20,000 feet

or below.

• Do not climb above 20,000 feet with any residual ice on

the airplane, regardless of atmospheric conditions.

• Turn IGNITION switch OFF after exiting icing conditions.

FAA APPROVED

S1-24

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

INERTIAL SEPARATOR MALFUNCTION

1. INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

CAUTION

If the INERTIAL SEPARATOR is set to BYPASS at any

point due to suspected or actual icing conditions, do not

return it to NORMAL until the inertial separator door has

been visually inspected and verified free of ice and ice

protection fluid.

2. Engine TRQ Indicator

MONITOR

(torque redline and torque bug should drop approximately 100 to

200 foot-pounds)

IF INERTIAL SEPARATOR FAILS TO MOVE TO BYPASS

3. IGNITION Switch

4. Icing Conditions

EXIT AS SOON AS POSSIBLE

PROPELLER ANTI-ICE SYSTEM MALFUNCTION

IF UNEVEN OR INADEQUATE ANTI-ICING OF THE PROPELLER

BLADES IS INDICATED BY EXCESSIVE VIBRATION

1. A-ICE Annunciator

VERIFY NORM OR HIGH

(PRIMARY Switch in NORM or HIGH)

2. PROP RPM Lever

CYCLE

(MAX to MIN and return to MAX)

IF EXCESSIVE PROPELLER VIBRATION CONTINUES

3. MAX FLOW Switch

AIRFRAME

4. Icing Conditions

EXIT AS SOON AS POSSIBLE

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-25

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

WINDSHIELD ANTI-ICE SYSTEM MALFUNCTION

IF WINDSHIELD ANTI-ICE SYSTEM DOES NOT DELIVER FLUID TO

THE WINDSHIELD

1. W/S ANTI-ICE Circuit Breaker

CHECK

(verify circuit breaker is IN)

(second row, fifth breaker from forward end)

2. MAX FLOW Switch

WINDSHIELD, HOLD 6 SECONDS

(wait for total of 10 seconds)

IF WINDSHIELD ANTI-ICE SYSTEM STILL DOES NOT DELIVER

FLUID TO THE WINDSHIELD

3. PRIMARY Switch

HIGH

4. Icing Conditions

EXIT AS SOON AS PRACTICAL

NOTE

• Plan a straight-in approach if possible.

• Execute a forward slip as required for visibility through

left portion of the windshield.

FAA APPROVED

S1-26

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

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

ANNUNCIATOR COMES ON

1. PITOT HEAT Circuit Breakers (L and R)

CHECK

(verify both circuit breakers are IN)

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

2. Icing Conditions

EXIT IMMEDIATELY

WARNING

Do not rely on the Low Airspeed Awareness

System if L P/S HEAT or L-R P/S HEAT annunciator

comes on.

IF AMBER L P/S HEAT OR R P/S HEAT ANNUNCIATOR SHOWN ON

PFD

3. SENSOR Softkey

PRESS

4. ADC 1/2 Softkey

SELECT OPPOSITE SYSTEM

5. PFD ADI Displays

CHECK

(amber BOTH ON ADC 1 or 2 shown on both PFDs)

IF AMBER L-R P/S HEAT ANNUNCIATOR SHOWN ON PFD

3. Autopilot

DISENGAGE

4. ALT STATIC AIR Knob

(pull full out)

NOTE

The alternate static source is connected to the pilot side Air

Data Computer

(ADC1) and standby instruments only.

Refer to POH/AFM, Section 5, Performance, Figure 5-1

(Sheet 2), Airspeed Calibration, and Figure 5-2, Altimeter

Correction, for Alternate Static Source airspeed and

altimeter corrections.

5. Airspeed

EXPECT UNRELIABLE INDICATIONS

6. Fly the airplane using attitude, altitude, and power instruments.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-27

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES (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

CHECK

(verify circuit breaker is IN)

(bottom row, third breaker from forward end)

2. Airspeed

MONITOR

NOTE

• With continued ice buildup, expect no stall warning horn

during slow speed operation.

• Do not rely on the stall warning system. Maintain

airspeed in accordance with the Minimum Speed In Icing

Conditions in the Limitations section of this supplement.

• LAA functionality is independent of stall warning.

FAA APPROVED

S1-28

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

INADVERTENT ENCOUNTER WITH FREEZING RAIN,

FREEZING DRIZZLE, OR OTHER PERFORMANCE

CRITICAL ICING SITUATION

NOTE

Refer to Environmental Conditions, Limitations, contained

in this supplement for visual cues to identify severe icing

conditions (freezing rain or freezing drizzle).

ENROUTE

1. POWER Lever

INCREASE TO MAXIMUM TAKEOFF

(do not exceed 850° ITT or 103.7% Ng)

2. Minimum Airspeed

120 KIAS

(110 KIAS if climbing to exit icing condition)

3. Ice Protection

a. PRIMARY Switch

HIGH

b. MAX FLOW Switch

AIRFRAME then WINDSHIELD

(press momentarily)

c. P/S HEAT/LOW A/S AWARE Switch

d. STALL HEAT Switch

e. LED PANELS/ANNUN Rheostat

ADJUST

(for ambient lighting conditions)

IGNITION Switch

INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

CAUTION

If the INERTIAL SEPARATOR is set to BYPASS at any

point due to suspected or actual icing conditions, do not

return it to NORMAL until the inertial separator door has

been visually inspected and verified free of ice and ice

protection fluid.

4. ATC

NOTIFY

(declare an emergency to exit icing conditions)

5. Icing Conditions

EXIT IMMEDIATELY

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-29

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

INADVERTENT ENCOUNTER WITH FREEZING RAIN,

FREEZING DRIZZLE, OR OTHER PERFORMANCE

CRITICAL ICING SITUATION (Continued)

APPROACH

1. POWER Lever

INCREASE

(as required to maintain airspeed and glidepath)

Do not exceed 850° ITT or 103.7% Ng.

2. Recommended Airspeed

120 KIAS

3. WING FLAPS

TO/APR

4. Ice Protection

a. PRIMARY Switch

HIGH

b. MAX FLOW Switch

AIRFRAME then WINDSHIELD

(press momentarily)

c. P/S HEAT/LOW A/S AWARE Switch

d. STALL HEAT Switch

e. LED PANELS/ANNUN Rheostat

ADJUST

(for ambient lighting conditions)

IGNITION Switch

INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

CAUTION

If the INERTIAL SEPARATOR is set to BYPASS at any

point due to suspected or actual icing conditions, do not

return it to NORMAL until the inertial separator door has

been visually inspected and verified free of ice and ice

protection fluid.

5. ATC

NOTIFY

(declare an emergency and request straight-in approach)

6. Minimum Airspeed

110 KIAS

FAA APPROVED

S1-30

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

EMERGENCY PROCEDURES (Continued)

AMBER BELOW ICING MIN SPD ANNUNCIATOR

FLASHING AND AURAL WARNING HORN SOUNDS

IF ENROUTE (FLAPS UP)

1. Autopilot

VERIFY DISCONNECT

2. POWER Lever

INCREASE

(airspeed above 95 KIAS)

3. Icing Conditions

EXIT IMMEDIATELY

4. Airspeed

95 KIAS

(minimum or greater during exit)

5. Autopilot

AS DESIRED

WARNING

WING Flaps must be extended to TO/APR anytime

airspeed is below 95 KIAS.

IF ON APPROACH (WING FLAPS - TO/APR)

1. Autopilot

VERIFY DISCONNECT

2. POWER Lever

INCREASE

3. Approach

CONTINUE

4. Airspeed

MONITOR

(observe minimum airspeed for icing with WING FLAPS TO/

APR)

5. Autopilot

AS DESIRED

NOTE

When landing is assured the BELOW ICING MIN SPD

annunciator can be pushed to silence the horn.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-31

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES

WARNING

•

Purge TKS panels after application of any type of

deice fluid. Placing the BACKUP switch in the

ON position for the recommended

4 minute

interval will ensure that the TKS panels are clear

of any residual deice fluid. Residual deice fluid

may become trapped in the TKS panels and

could potentially freeze and block or reduce TKS

panel fluid flow.

•

Do not delay activation of the TKS Ice Protection

System with ice forming on the airplane.

•

In order to minimize ice accumulations on

unprotected lower surfaces, maintain a minimum

speed of 95 KIAS with WING FLAPS UP during

operations in icing conditions. If unable to

maintain

95 KIAS at Maximum Rated Power,

change altitude and/or course to exit conditions.

NOTE

Icing conditions are defined as visually detected ice, or the

presence of visible moisture in any form at an OAT of 5°C

(41°F) or below.

there is an inadvertent delay in activating the TKS Ice Protection

System, select PRIMARY Switch to HIGH until all ice is removed, then

select NORM or HIGH as required to prevent ice accumulation.

(Continued Next Page)

FAA APPROVED

S1-32

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

NORMAL PROCEDURES (Continued)

WARNING

The TKS Ice Protection System should not normally

be activated in dry, cold air. The ice protection fluid

is designed to mix with water impinging on the

airplane surface in normal operation. If dispensed

in dry, cold air, the fluid becomes a gel that takes

considerable time to clear, particularly on the

windshield.

The windshield pump cycles for approximately 4 seconds each time it is

activated. The windshield will take approximately 30 seconds to clear

after the spray cycle has ended. Ice should not be allowed to

accumulate on the windshield. Activate the windshield pump as

necessary to maintain clear forward vision.

Refer to Airplane and Systems Descriptions, TKS Ice Protection

System Operation, Indication and Messaging in this supplement

for

description and operation of TKS indications.

CAUTION

•

Other than the prescribed preflight steps outlined in

this section, BACKUP mode should not be used

during normal operations. It is intended for

emergency use only (as detailed in the Emergency

Procedures of this supplement). When operating the

TKS Ice Protection System use Normal Procedures,

and make sure that the BACKUP Switch is selected

to OFF.

•

Simultaneous operations of the PRIMARY switch

selected to either NORM or HIGH and the BACKUP

switch selected to ON will increase fluid flow rates

without making the appropriate adjustments to the

time remaining function displayed on the MFD.

There are no system annunciations for operating the

system in BACKUP mode. The time remaining

function of the system display will become

unreliable; fluid

quantity accuracy remains

unchanged.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-33

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

PREFLIGHT INSPECTION

 CABIN

1. BATTERY Switch

2. AVIONICS No. 1 Switch

IF OAT IS BELOW 15°C (59°F)

CAUTION

With TKS Ice Protection System fluid temperatures at

or above 15°C (59°F) the fluid viscosity will decrease,

or become thinner, and may affect proper fluid flow to

parts of individual panels. If OAT is above 15°C (59°F),

refer to the procedure on the following pages.

3. BACKUP Switch

ON FOR 4 MINUTES; THEN OFF

NOTE

Listen for pump operation, verify red A-ICE PRESS LOW

annunciator initially comes ON then goes OFF as system

flow and pressure build.

4. NAV Lights Switch

5. Windshield Ice Detection Light . . CHECK FOR ILLUMINATION

6. WING LIGHT Switch

(verify wing inspection light on)

7. LED PANELS/ANNUN Rheostat

ADJUST

(for ambient lighting conditions)

8. P/S HEAT/LOW A/S AWARE Switch. . ON FOR 30 SECONDS;

THEN OFF

9. BELOW ICING MIN SPD Light

VERIFY ON

(check light brightness for ambient conditions)

10. STALL HEAT Switch

ON FOR 30 SECONDS; THEN OFF

11. All Switches

OFF

(Continued Next Page)

FAA APPROVED

S1-34

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

NORMAL PROCEDURES (Continued)

PREFLIGHT INSPECTION (Continued)

 CABIN (Continued)

IF OAT IS AT OR ABOVE 15°C (59°F)

CAUTION

• With TKS Ice Protection System fluid temperatures

at or above

15°C (59°F) the fluid viscosity will

decrease, or become thinner, and may affect proper

fluid flow to parts of individual panels. With lower

fluid viscosity operating pressure may not be high

enough to cancel the red A-ICE PRESS LOW

annunciator.

• It is extremely important to visually inspect each TKS

panel for proper fluid flow across a portion of the

active area of each panel prior to flight into known or

forecast icing conditions.

NOTE

At these higher temperatures TKS panels may not “Wet Out

or achieve

100% saturation” like they do at cooler

temperatures.

3. BACKUP Switch

ON FOR 4 MINUTES; THEN OFF

NOTE

Listen for pump operation, verify red A-ICE PRESS LOW

annunciator initially comes ON then goes OFF as system

flow and pressure build.

4. PRIMARY Switch

HIGH

(verify white A-ICE HIGH annunciator comes on)

5. MAX FLOW Switch

AIRFRAME

(press momentarily and check operation)

6. PRIMARY Switch

OFF

(verify white A-ICE HIGH annunciator goes off)

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-35

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

PREFLIGHT INSPECTION (Continued)

 CABIN (Continued)

IF OAT IS AT OR ABOVE 15°C (59°F) (Continued)

7. NAV Lights Switch

8. Windshield Ice Detection Light . . CHECK FOR ILLUMINATION

9. WING LIGHT Switch

(verify wing inspection light on)

10. LED PANELS/ANNUN Rheostat

ADJUST

(for ambient lighting conditions)

11. P/S HEAT/LOW A/S AWARE Switch. . ON FOR 30 SECONDS;

THEN OFF

12. BELOW ICING MIN SPD Light

VERIFY ON

(check light brightness for ambient conditions)

13. STALL HEAT Switch

ON FOR 30 SECONDS; THEN OFF

14. All Switches

OFF

FAA APPROVED

S1-36

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

NORMAL PROCEDURES (Continued)

PREFLIGHT INSPECTION (Continued)

 External Inspection (See Preflight Checks in Limitations)

1. Wings

CHECK

2. Horizontal Stabilizer

CHECK

3. Vertical Stabilizer

CHECK

4. Windshield

CHECK

WARNING

Conduct a visual and tactile inspection of all critical

surfaces in accordance with the Limitations Section

of this supplement, to make sure complete removal

of contamination.

5. TKS Ice Protection System Fluid Tank

CHECK QUANTITY

and CAP SECURED

(Min. 11.7 U.S. gallons)

CAUTION

The airplane must be level to assure accurate TKS Ice

Protection System fluid quantity when using the fluid

tank sight gage on the TKS Ice Protection System tank.

6. Porous Panels

CHECK

(verify condition, security and even distribution of fluid flow from

all panels)

CAUTION

Look for signs of TKS Ice Protection System fluid

leakage through bonded area of the porous panels. If

TKS Ice Protection System fluid is leaking through the

bonded seam do not operate the TKS Ice Protection

System.

7. Propeller

CHECK FOR FLUID FLOW

8. Windshield Spray Bar

CHECK CONDITION

9. Stall Warning Vane

PERCEPTIBLY WARM

10. PITOT/STATIC Tubes

CLEAR AND VERY WARM

11. Static Wicks

CHECK

(verify condition and security)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-37

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

BEFORE STARTING ENGINE

TKS Ice Protection System:

a. Windshield Pump

CHECK

(1) MAX FLOW Switch

WINDSHIELD

(press momentarily and verify spray on pilot’s

windshield)

b. TKS Ice Protection System Pumps

CHECK

(1) PRIMARY Switch

HIGH

(verify white A-ICE HIGH annunciator comes on, listen

for pump operation)

(2) PRIMARY Switch

NORM

(verify white A-ICE NORM annunciator comes on)

(3) MAX FLOW Switch

AIRFRAME

(press momentarily and check operation)

(4) PRIMARY Switch

OFF

(verify white A-ICE NORM annunciator goes off)

c. BACKUP Switch

(verify pump is running; then OFF)

d. A-ICE Annunciator

VERIFY OFF

INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

(visible moisture and OAT 5°C (41°F) or below)

CAUTION

If the INERTIAL SEPARATOR is set to BYPASS at any

point due to suspected or actual icing conditions, do not

return it to NORMAL until the inertial separator door has

been visually inspected and verified free of ice and ice

protection fluid.

FAA APPROVED

S1-38

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

NORMAL PROCEDURES (Continued)

BEFORE TAKEOFF CHECK

If icing conditions are anticipated or at the first indication of ice

accretion after takeoff:

1. TKS Ice Protection System

a. PRIMARY Switch

NORM

(select HIGH if required)

NOTE

In order to conserve fluid, the PRIMARY switch may be left

OFF until actual ice can be seen accreting on the airplane.

This is usually first noted on the lower portion of the

windshield. However, to speed the ice shedding, the

PRIMARY switch should then be set to HIGH flow until the

ice has cleared from the wing leading edges. Usually this

will take only three to five minutes. The PRIMARY switch

may then be reset to NORM.

b. MAX FLOW Switch

WINDSHIELD

(press momentarily and repeat if necessary to keep

windshield free of ice)

NOTE

The ice that forms on the windshield can be cleared

immediately by placing the MAX FLOW switch in the

WINDSHIELD position momentarily. The spray from the

propeller will generally also clear the windshield but will

require a longer period of time.

c. P/S HEAT/LOW A/S AWARE Switch

d. STALL HEAT Switch

e. INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

2. LED PANELS/ANNUN Rheostat

ADJUST

(check BELOW ICING MIN SPD light brightness for ambient

conditions)

CAUTION

Do not operate the P/S HEAT/LOW A/S AWARE switch

or STALL HEAT switch for prolonged periods of time on

the ground.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-39

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

ALL FLIGHT CONDITIONS/PHASES

WARNING

•

During flight in anticipated or actual icing

conditions, the pilot must regularly monitor the

performance of the TKS Ice Protection System. If

ice is observed building on the leading edge of

the wing with the PRIMARY switch in NORM,

immediately select PRIMARY switch to HIGH.

•

If ice is observed building on the leading edge of

the wing with PRIMARY switch in HIGH,

immediately select MAX FLOW switch to

AIRFRAME and execute the Emergency

Procedure for Failure Of Ice Protection System

Or Excessive Ice Accumulation (Observed Or

Suspected) On Protected Airplane Surfaces. Exit

icing conditions immediately.

•

P/S HEAT/LOW A/S AWARE switch must be

turned ON when operating in visible moisture

with an OAT of 5°C (41°F) or below.

•

LED PANELS/ANNUN rheostat must be adjusted

for the ambient lighting conditions so the

BELOW ICING MIN SPD light is visible.

FAA APPROVED

S1-40

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

NORMAL PROCEDURES (Continued)

TAKEOFF

1. WING FLAPS Handle

UP or TO/APR

(TO/APR recommended)

(WING FLAPS UP if using Type II, III, or IV anti-ice fluid)

2. POWER Lever

SET FOR TAKEOFF

(observe Takeoff ITT and N_g limits)

3. ANNUNCIATOR(s)

CHECK

4. Rotate

70 KIAS

(83 KIAS Flaps UP)

5. WING FLAPS Handle

RETRACT to UP

(after reaching 95 KIAS)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-41

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

INFLIGHT (CLIMB, CRUISE, AND DESCENT)

At the first indication of ice accretion:

1. Ice Protection

a. PRIMARY Switch

NORM

(select HIGH if required)

b. MAX FLOW Switch

WINDSHIELD

(press momentarily and repeat if necessary to keep

windshield free of ice)

c. P/S HEAT/LOW A/S AWARE Switch

d. STALL HEAT Switch

e. BELOW ICING MIN SPD Switch Light . . PRESS TO TEST

LED PANELS/ANNUN Rheostat

ADJUST

(for ambient lighting conditions)

g. INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

CAUTION

If the INERTIAL SEPARATOR is set to BYPASS at any

point due to suspected or actual icing conditions, do not

return it to NORMAL until the inertial separator door has

been visually inspected and verified free of ice and ice

protection fluid.

2. CABIN HEAT and DEFROST Controls

3. PROP RPM Lever

1900 RPM

4. POWER Lever

INCREASE

(as required to maintain safe airspeed or to climb out of icing

conditions, if possible)

NOTE

When climbing through icing conditions, it is

recommended that the Maximum Climb Power rating be

used (1900 RPM and 2397 ft-lb., not to exceed 825°C ITT

103.7% Ng). Refer to POH/AFM, Section

Performance, Figure 5-9, Maximum Engine Torque for

Climb for approved settings.

(Continued Next Page)

FAA APPROVED

S1-42

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

NORMAL PROCEDURES (Continued)

INFLIGHT (CLIMB, CRUISE, AND DESCENT) (Continued)

5. Minimum Airspeed

95 KIAS

6. WING LIGHT Switch

AS REQUIRED

NOTE

The autopilot may be used in icing conditions. However,

every 10-15 minutes the autopilot should be disengaged to

detect any out of trim conditions caused by ice buildup. If

significant out of trim conditions are detected, the autopilot

should remain off for the remainder of the icing encounter.

WARNING

•

When disengaging the autopilot with ice buildup

on the airplane, the pilot should be alert for out

of trim forces. Pilot control wheel input should

be applied as required to prevent potential

undesired flight path deviations.

•

Monitor airspeed in icing conditions with the

autopilot engaged. The autopilot will maintain

altitude or vertical speed at the expense of

airspeed as drag increases due to ice accretion

on the airplane.

•

pre-stall buffet or uncommanded pitch

oscillations are encountered, reduce pitch

attitude while increasing power to Max Rated.

Promptly extend WING FLAPS to TO/APR to help

stabilize the airplane. If necessary, do not

attempt to maintain altitude until positive

recovery from buffet is achieved. Increase

airspeed to 95 KIAS or greater before retracting

flaps. If the flaps are subsequently retracted,

maintain at least 10 KIAS above initial buffet

airspeed.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-43

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

APPROACH

If icing conditions exist, are anticipated, or at the first indication of ice

accretion:

1. Ice Protection

a. PRIMARY Switch

NORM

(select HIGH if required)

b. MAX FLOW Switch

WINDSHIELD

(press momentarily)

c. P/S HEAT/LOW A/S AWARE Switch

d. STALL HEAT Switch

e. BELOW ICING MIN SPD Switch Light . . PRESS TO TEST

LED PANELS/ANNUN Rheostat

ADJUST

(for ambient lighting conditions)

g. INERTIAL SEPARATOR

BYPASS

(rotate counterclockwise and PULL out)

CAUTION

If the INERTIAL SEPARATOR is set to BYPASS at any

point due to suspected or actual icing conditions, do not

return it to NORMAL until the inertial separator door has

been visually inspected and verified free of ice and ice

protection fluid.

2. CABIN HEAT and DEFROST Controls

3. WING LIGHT Switch

AS REQUIRED

FAA APPROVED

S1-44

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

NORMAL PROCEDURES (Continued)

BEFORE LANDING

At the first indication of ice accretion or if icing conditions exist or are

anticipated or residual ice remains on the airframe:

1. WING FLAPS Handle

AS REQUIRED

(TO/APR MAX)

2. Recommended Airspeed

105 KIAS - FLAPS UP

95 KIAS - FLAPS TO/APR

3. MAX FLOW Switch

WINDSHIELD

(press momentarily as needed, minimum 30 seconds before

landing to allow windshield to clear)

NOTE

• Multiply normal POH/AFM landing distance by 2.2 for

WING FLAPS UP (120 KIAS maximum).

• If the shortest landing distance is required due to field

length, WING FLAPS TO/APR (maximum) may be used.

Multiply normal POH/AFM landing distance by 2.1 (110

KIAS maximum).

• When slowing for approach and landing, expect the

BELOW ICING MIN SPD annunciator to flash and aural

warning to sound. The pilot may fly a higher speed to

avoid repeated LAA warnings.

LANDING

1. WING FLAPS Handle

AS REQUIRED

(TO/APR MAX)

2. Recommended Airspeed

105 KIAS - FLAPS UP

95 KIAS - FLAPS TO/APR

3. POWER Lever

REDUCE SLOWLY IN FLARE

4. Brakes

APPLY

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-45

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

BALKED LANDING

1. POWER Lever

ADVANCE

(for takeoff power)

2. Airspeed

95 KIAS

(for climb)

3. WING FLAPS Handle

AFTER LANDING

1. TKS Ice Protection System

OFF

a. PRIMARY Switch

OFF

b. BACKUP Switch

OFF

c. P/S HEAT/LOW A/S AWARE Switch

OFF

d. STALL HEAT Switch

OFF

2. IGNITION

NORM

SHUTDOWN AND SECURING AIRPLANE

If the INERTIAL SEPARATOR was set to BYPASS during flight,

perform the following after engine shutdown:

1. Inertial Separator Outlet

INSPECT

(remove any ice and ice protection fluid if present)

2. Open Left Engine Cowl

a. Inertial Separator Tunnel

INSPECT

(remove any ice and ice protection fluid if present)

b. Inertial Separator Door

INSPECT

(remove any ice and ice protection fluid if present)

3. INERTIAL SEPARATOR

NORMAL

(rotate clockwise and PUSH in)

FAA APPROVED

S1-46

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

PERFORMANCE

Airplane performance and stall speeds without ice accretion are

unchanged with installation of the TKS Ice Protection System. Use the

performance charts located in the POH/AFM, Section

5, for

performance calculations.

NOTE

If the TKS Ice Protection System is operating normally and

preventing ice from accreting on the airframe protected

areas and propeller, normal performance will only degrade

slightly. If ice is allowed to accrete on the airframe protected

areas, however, significant climb and cruise performance

degradation, range reduction, as well as buffet and stall

speed increase can be expected. Ice accretion on the

airframe protected areas will cause noticeable performance

losses.

NORMAL AND BALKED LANDING RATE OF CLIMB

Residual ice on unprotected airplane surfaces will cause a loss in rate

of climb. Additional accumulation of ice on the airplane will result in

significant loss in normal rate of climb.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-47

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

PERFORMANCE (Continued)

STALL SPEED

Stall speed is not significantly affected by residual ice on unprotected

airplane surfaces. Stall speeds increase significantly with even small

accumulations on the wing leading edge.

The first 0.25 inch (6.35 mm) of ice accumulation on the wing leading

edges causes the most rapid increase in stall speed. Additional ice

accumulation on the wing leading edges results in a continued increase

in stall speed, although at a less rapid rate.

WARNING

pre-stall buffet or uncommanded pitch

oscillations are encountered, disengage autopilot

and reduce pitch attitude while increasing power to

Maximum Rated Setting. Promptly extend the flaps

to TO/APR to help stabilize the airplane. Increase

airspeed to 95 KIAS or greater before retracting

flaps. If the flaps are subsequently retracted,

maintain at least 10 KIAS above initial buffet.

PREFLIGHT PLANNING

Figure S1-1 may be used for estimation of enroute altitude capability in

icing conditions. After entering the chart with expected cruise weight

and ambient temperature at altitude and cruise altitude, the pilot may

plan the flight as follows:

AREA A: These altitudes should be available under most icing

conditions for prolonged periods of time.

AREA C: These altitudes will probably not be available after ice begins

to accrete on the airplane. Exiting the icing condition by climbing may

not be possible.

NOTE

Exit strategies for icing conditions should be determined

during preflight planning.

FAA APPROVED

S1-48

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

PERFORMANCE (Continued)

ENROUTE TOOL FOR EXITING ICING

Figure S1-1 must be used as one criteria for exiting icing conditions.

Refer to Limitations, Environmental Conditions in this supplement for

criteria for exiting icing conditions. Once enroute, if icing conditions are

encountered such that ice begins to accrete on the airplane, the pilot

MUST make their decision as follows:

AREA A: If current route leg MEA or MOCA (if applicable) falls in this

area, it is recommended that the pilot exit the icing conditions as soon

as practical.

AREA C: If current route leg MEA or MOCA (if applicable) falls in this

area, the pilot must exit icing conditions immediately.

CAUTION

• Regardless of which area the airplane is operating,

the pilot should continue to monitor ice buildup and

airspeed decay and be prepared to exit icing

immediately if icing conditions worsen.

• Data on this chart is based on flight testing with

critical ice shapes derived for

14 CFR Part 25,

Appendix C icing envelope. While some icing

conditions will produce ice accretions that result in

performance better than shown here, some icing

conditions

(freezing drizzle or freezing rain) will

result in considerably worse performance.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-49

Cessna 208B Grand Caravan EX. Airplane Flight Manual (2012) - page 7