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

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

PERFORMANCE (Continued)

ENROUTE TOOL FOR EXITING ICING (Continued)

EXAMPLE USE OF ICING SERVICE CEILING CHART (Use Figure

S1-1 for both examples)

Direct Route: KSLC to KCPR (KSLC to OCS to DDY to KCPR)

Takeoff Weight:

7850 Pounds

MEA:

18,000 Feet/19,000 Feet for direction of flight

OAT at Altitude:

-10°C

Weight at Altitude:

7750 Pounds

PREFLIGHT PLANNING

Per Figure S1-1, initial operation is in Area C, indicating that prolonged

exposure to icing conditions will not allow the airplane to climb to this

altitude.

ENROUTE LIMITATIONS

If icing is encountered the pilot must exit icing immediately since

enroute operation fell in Area C.

Alternate Route: KSLC to KCPR (KSLC to FBR to OGD to DDY to

KCPR)

Takeoff Weight:

7850 Pounds

MEA:

16,000 Feet/17,000 Feet for direction of flight

OAT at Altitude:

-10°C

Weight at Altitude:

7750 Feet

PREFLIGHT PLANNING

Per Figure S1-1, initial operation in Area A. Depending on severity of

icing, the airplane should be able to reach this altitude in a climb.

ENROUTE LIMITATIONS

If icing conditions are encountered, it is recommended that the pilot exit

the icing conditions as soon as practical. The pilot should monitor

airspeed closely to assure compliance with other exit icing criteria.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-51

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

PERFORMANCE (Continued)

LANDING

When the airplane has encountered icing conditions, flap deflection is

limited to a maximum deflection of TO/APR.

An icing condition is defined as visually observing ice accumulation or

flight in temperatures at 5°C (41°F) or below when any type of visible

moisture is present.

1. Reference recommended 50 foot airspeed with ice on airframe

in the Normal Procedures of this supplement; correct the

applicable Short Field Landing Distance as follows for the

appropriate flap setting:

a. WING FLAPS UP LANDING - Multiply POH/AFM Total

Landing Distance by 2.2.

b. WING FLAPS TO/APR LANDING - Multiply POH/AFM Total

Landing Distance by 2.1.

CAUTION

The notes found on the Short Field Landing Distance

table in the POH/AFM are not applicable for airplanes

with residual ice.

FAA APPROVED

S1-52

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

WEIGHT AND BALANCE (Continued)

WEIGHING PROCEDURES

1. In preparation to weighing and calculating the empty weight of

the TKS Ice Protection System equipped Cessna Caravan; the

TKS Ice Protection System must be drained of all fluid. Drain

fluid from tank through the drain valve on the left side of the tank

sump. When drained, no appreciable unusable fluid will remain

in the tank.

2. After draining all appreciable fluid from the tank, follow the

preparation and weighing instructions as specified in Section 6,

Weight and Balance of the POH/AFM.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-55

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS

SYSTEM DESCRIPTION

The TKS Ice Protection System includes laser-drilled titanium porous

panels for the leading edges of the wings, horizontal and vertical

stabilizers, lift struts, propeller fluid slinger ring and windshield fluid

spray bar. Refer to Figures S1-5 and S1-6 for system installation and

fluid schematic.

The outer skin of the ice protection panels are manufactured with

titanium, which provides excellent strength, durability, light weight, and

corrosion resistance.

The panel skin is perforated by laser drilling holes, 0.0025 inches in

diameter, 800 per square inch. The porous areas of the titanium panels

are designed to assure fluid coverage from best rate of climb speed to

maximum operating speed.

The back plates of the panels are also manufactured out of titanium

and are formed to create reservoirs for the ice protection fluid, allowing

fluid supply to the entire porous area. A porous membrane between the

outer skin and the reservoir assure even flow and distribution through

the entire porous area of the panel.

The porous panels are bonded or attached as a cuff over a leading

edge. Panels are bonded to the airframe with a two-part, flexible

adhesive.

Fluid is supplied to the panels and propeller by two positive

displacement, constant volume metering pumps. The pumps provide

various flow rates to the panels and propeller. Single pump operation, a

combined mode, and timed pumping provide a range of flow rates for

different icing conditions.

Fluid for the windshield spray bar system is provided by an on-demand

gear pump. The spray bar may be activated as needed to clear forward

vision through the windshield.

(Continued Next Page)

FAA APPROVED

S1-58

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

SYSTEM DESCRIPTION (Continued)

The fluid passes through microfilters prior to distribution to the porous

panels and propeller. The filter assures all contaminants are removed

from the fluid and prevents panel blockage.

A system of nylon tubing carries the fluid to proportioning units located

in the wings and tail of the airplane. The proportioning units divide the

flow into the volumetric requirements of each panel or device supplied

through the unit. Each panel and device is fed again with nylon tubing.

The TKS Ice Protection System tank is located in the cargo pod and

serviced through a single filler located on the left side of the pod, near

the left main landing gear. The tank has a maximum capacity of 20.8

gallons (78.7 l). It is the pilot’s responsibility to make sure that an

adequate quantity of TKS fluid is carried for the planned mission. A

minimum of 11.7 gallons (44.3 l) in the tank is required before takeoff if

the system is to be considered operational for dispatch into known icing

conditions. This minimum dispatch quantity must be determined by

visual inspection of the sight gage located on the filler end of the TKS

fluid tank, refer to Figure S1-10.

CAUTION

The sight gage is the only approved means of assuring

adequate fluid quantity prior to flight into known or

forecast icing conditions. The fluid level ball must be

above the minimum dispatch quantity line,11.7 U.S.

Gallons, (44.3 l) with the airplane level to make sure

proper indication.

The TKS fluid quantity is also measured by a sensor which transmits an

electrical signal to the level indicator. The fluid quantity indicator gage is

displayed on the MFD, refer to Figure S1-9.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-61

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

SYSTEM DESCRIPTION (Continued)

The EIS strip on the MFD displays TKS (anti-ice) fluid quantity and time

remaining feature to aid the pilot as to the amount of fluid/time available

for ice protection. The system uses a series of colors to alert the pilot

as to how much time is remaining based on fluid quantity and ANTI-ICE

FLUID CONTROL switch position. Green readout informs the pilot of at

least 20 minutes of ice protection with the PRIMARY switch in NORM; 8

minutes with the PRIMARY switch in HIGH.

ANTI-ICE fluid quantity and time values displayed against an amber

background with black text alerts the pilot of less than 20 minutes of ice

protection with the PRIMARY switch in NORM; less than 8 minutes with

the PRIMARY switch in HIGH.

ANTI-ICE fluid quantity and time values displayed against a Red/White

(reverse video) background alerts the pilot of less than 0.5 gallon of

fluid. That equates to 5 minutes of ice protection with the PRIMARY

switch in NORM; less than 2 minutes with the PRIMARY switch in

HIGH.

When BACKUP is selected, the time remaining function is unreliable

and must not be used.

A wing inspection light, controlled by the WING LIGHT switch, is

provided to illuminate the leading edge of the left wing during night

operation.

FAA APPROVED

S1-62

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING

The TKS Ice Protection system is operated with three toggle switches.

These switches are located in the ANTI-ICE section of the lower left

pilot’s instrument panel, refer to Figure S1-7. Control of the TKS Ice

Protection System, ice detection light, pitot/static, Low Airspeed

Awareness, and stall vane heat are included in this row of switches.

Primary control of the system is accomplished through three switches

labeled PRIMARY, MAX FLOW, and BACKUP. These switches activate

the primary modes of ice protection, including Normal (NORM) and

HIGH, Maximum (MAX FLOW AIRFRAME) and WINDSHIELD, and

BACKUP, refer to Detail A of Figure S1-7.

Normal mode is activated by selecting the NORM position (center) on

the PRIMARY mode switch. NORM mode is the lowest fluid flow rate of

the system. The flow rate is achieved by running both metering pumps

of the system on a continuous repeat cycle of operation. The two

pumps will run for approximately 20 seconds, then deactivate. After 100

seconds of inactivity, the pumps will again activate for the 20 second

operation period. This on-off cycle of operation will continue until OFF

is selected on the PRIMARY mode switch.

HIGH mode is activated by selecting HIGH (up) on the PRIMARY mode

switch. HIGH mode is achieved by running one metering pump

continuously. Like NORM mode, the HIGH mode may be terminated by

selecting OFF on the PRIMARY mode switch.

Maximum flow (MAX FLOW) mode is provided for combating heavy or

extreme icing conditions. For MAX FLOW mode to operate, the

PRIMARY switch must be in either NORM or HIGH. With either of these

modes operating, MAX FLOW mode may be activated by selecting the

AIRFRAME position (spring-loaded up) on the MAX FLOW switch. The

MAX FLOW switch is spring-loaded and will immediately return to the

center position.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-63

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING (Continued)

Activation of MAX FLOW AIRFRAME mode will run both metering

pumps continuously for a period of two minutes. At the end of two

minutes, the system will return to the mode of operation selected with

the PRIMARY mode switch. MAX FLOW mode will terminate operation

after:

1. The timer turns the mode OFF after two minutes, or

2. The PRIMARY mode switch is selected to OFF.

CAUTION

Each two minute use of MAX FLOW AIRFRAME mode

consumes approximately one gallon of ice protection

fluid, representing 5% of the total fluid capacity of the

ice protection system. Use MAX FLOW AIRFRAME

mode only when in heavy or extreme icing conditions. If

conditions require MAX FLOW AIRFRAME use, exit the

icing conditions immediately.

The windshield system may be activated by selecting the

WINDSHIELD position

(spring-loaded down) on the MAX FLOW

switch. The MAX FLOW switch is spring-loaded and will immediately

return to the center position. The windshield pump will run for

approximately four seconds after release of the switch. If the MAX

FLOW switch is continuously held in the WINDSHIELD position, the

windshield pump will continue to run when held down and four seconds

after the switch is released.

The windshield de-icing system is designed for intermittent operation to

establish pilot's forward vision as conditions require. The timer interval

is designed to provide an optimum burst of fluid for clearing the

windshield of ice. Momentary selection and release of the

WINDSHIELD switch will achieve the desired result.

(Continued Next Page)

FAA APPROVED

S1-64

U.S.

208BPHCUS-S1-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING (Continued)

WARNING

The windshield pump is rated for intermittent use

only. Continuous operation may damage the pump.

Do not operate the WINDSHIELD position of the

MAX FLOW switch continuously longer than 6

seconds. Allow at least a total of

10 seconds

between operations.

The final operational mode of the system is the BACKUP mode.

BACKUP mode is achieved by selecting the ON position (up) on the

BACKUP switch. BACKUP mode activates the second metering pump

(opposite of the pump used in HIGH mode) and runs continuously like

HIGH mode. BACKUP mode is independent and isolated from the

other ice protection operational modes. It is provided as a redundant

capability in the event the normal operational modes are rendered

inoperable.

If BACKUP mode is selected in flight as prescribed in the Emergency

Procedures of this supplement, then the PRIMARY Switch should be

set to the OFF position, and the PRI ANTI-ICE circuit breaker pulled to

deactivate the PRIMARY system.

CAUTION

Other than the prescribed preflight steps outlined in the

Normal Procedures of this supplement, BACKUP mode

should never 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 under normal

procedures, assure that the BACKUP Switch is

selected to OFF.

(Continued Next Page)

FAA APPROVED

S1-66

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING

(Continued)

For the four modes of airframe ice protection operation, the resulting

endurance with a full tank of fluid is:

MAXIMUM FLUID ENDURANCE

PRIMARY NORM selected

3 hours, 25 minutes

PRIMARY HIGH selected

1 hour, 20 minutes

BACKUP selected

1 hour, 20 minutes

MAX FLOW AIRFRAME selected

40 minutes

SYSTEMS ENDURANCE CHARACTERISTICS

Figure S1-8

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-67

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING (Continued)

SYSTEM FLUID QUANTITY INDICATIONS

Figure S1-9

As stated earlier, the only approved means for determining the proper

fluid quantity for dispatch into known icing conditions is the tank sight

gage. The sight gage is located on the left side of the fluid tank, near

the filler assembly. As illustrated in Figure S1-10, the sight gage may be

viewed through the cargo pod door located ahead of the filler.

To assure the minimum dispatch quantity is achieved, specific steps

must be taken. First, the airplane must be sitting in a wings level

attitude. If the airplane rests on a slope, the nose must be pointed up or

down the slope. Second, the volume of fluid in the tank must be such

that the bottom of the fluid ball is above the minimum dispatch line.

When both conditions have been met, the tank contains the minimum

quantity of fluid for flight into known icing.

(Continued Next Page)

FAA APPROVED

S1-68

U.S.

208BPHCUS-S1-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING (Continued)

The operational state of the TKS ice protection system may be

monitored within the pilot’s and copilot’s PFD in the G1000 system.

System status is constantly monitored and feedback is provided

through various annunciations displayed in the annunciator window,

located to the right of the vertical speed tape of each pilot’s PFD, refer

to Figure S1-11.

TKS SYSTEM ANNUNCIATIONS

Figure S1-11

When the system is turned on using the PRIMARY mode switch, by

selecting either NORM or HIGH the white A-ICE NORM or white A-ICE

HIGH advisory message appears in the annunciation window. The

appropriate white message, A-ICE NORM or A-ICE HIGH, will remain

displayed independent of system operational conditions or status. The

advisory message is not active in the BACKUP mode.

The amber A-ICE PRESS HI annunciator is triggered by the high

pressure sensor located on the system equipment/tank assembly. If the

amber A-ICE PRESS HI annunciator is triggered, the system fluid filters

should be replaced.

Activation of the amber A-ICE FLUID LO annunciator means a low fluid

level condition exists and that at least 20 minutes of ice protection fluid

endurance remains when the system is operated in NORM mode.

(Continued Next Page)

FAA APPROVED

S1-70

U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING (Continued)

NOTE

When the amber A-ICE FLUID LO annunciator comes ON

cross-check the anti-ice fluid quantity indication

(A-ICE

GAL) to verify a low fluid level condition exists. This system

is designed to trigger the annunciator when anti-ice fluid

quantity reaches two (2) U.S. gallons.

The red A-ICE PRESS LOW annunciator is tied to the two low pressure

sensors in the tail of the airplane. A low pressure condition on either

sensor will trigger the red A-ICE PRESS LOW annunciator, indicating

that system pressure is too low for normal system operation and may

be indicative of potential substandard ice protection performance.

In BACKUP mode, the red A-ICE PRESS LOW annunciator is armed

immediately upon selecting BACKUP ON. If a low pressure condition

exists, the red A-ICE PRESS LOW annunciator will display immediately

on both PFDs warning the crew to exit icing conditions immediately.

NOTE

With BACKUP selected ON, the red A-ICE PRESS LOW

annunciator will momentarily appear and remain ON until

system pressure is sufficient to inhibit the annunciator.

The red A-ICE PRESS LOW annunciator is inhibited for a period of

time in both PRIMARY modes of NORM and HIGH. When HIGH is

selected, any red A-ICE PRESS LOW annunciator will be inhibited for

15 seconds. After the 15 second period, any low pressure condition will

trigger the red A-ICE PRESS LOW annunciator. Selecting PRIMARY

OFF will reset the CAS inhibiting functions.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-71

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

TKS ICE PROTECTION SYSTEM OPERATION,

INDICATION AND MESSAGING (Continued)

Likewise, selecting NORM will also inhibit the red A-ICE PRESS LOW

annunciator for a

15 second period, but the signal inhibiting will

continue with the on-off cycling of the pump. When the pumps are

activated for their 20 second cycle ON, the red A-ICE PRESS LOW

annunciator will be inhibited. After 15 seconds of operation of both

pumps, any low pressure condition will trigger the red A-ICE PRESS

LOW annunciator. When the pumps turn off, the inhibiting circuit is

reset for the next on-off pump cycle of the NORM mode. If a low

pressure condition exists, the operator will see periodic triggering of the

red A-ICE PRESS LOW annunciator for approximately 6 seconds every

2 minutes.

Inhibiting the red A-ICE PRESS LOW annunciator in HIGH and NORM

modes has been implemented to avoid nuisance CAS alerts.

PITOT/STATIC HEAT SYSTEMS

A left and right pitot-static heat system is installed to assure proper

airspeed indications in the event icing conditions are encountered. The

system is designed to prevent ice formation rather than remove it. The

pitot-static heat system consists of a heating element in each pitot-

static tube, a two-position toggle switch, labeled P/S HEAT/LOW A/S

AWARE, on the ANTI-ICE switch panel, and two pull-off type circuit

breakers, labeled LEFT PITOT HEAT and RIGHT PITOT HEAT, on the

left sidewall switch and circuit breaker panel. When the P/S HEAT/LOW

A/S AWARE switch is turned on, elements in both pitot-static tubes are

heated electrically to maintain proper operation in icing conditions.

Both pitot and static systems are monitored by the G1000 system for

insufficient current and alerting is provided to the flight crew by a single

chime and an amber L P/S HEAT, R P/S HEAT, or L-R P/S HEAT

annunciation.

(Continued Next Page)

FAA APPROVED

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U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

LOW AIRSPEED AWARENESS SYSTEM

The Low Airspeed Awareness (LAA) system is designed to warn the

pilot when airspeed falls below 97.5 + 2.2 knots while operating in icing

conditions. The system consists of an annunciator with a white or

amber background and black letters, which reads BELOW ICING MIN

SPD.

LAA ANNUNCIATOR

Figure S1-12

This annunciator is mounted in the instrument panel directly in front of

the pilot, and is activated by an airspeed switch plumbed off the pilot’s

pitot and static lines. A remote mounted relay box provides logic for the

annunciator, and for the stall warning horn, which provides an aural

alert. Power is supplied from the LEFT PITOT HEAT and RIGHT PITOT

HEAT Circuit Breakers and through the P/S HEAT/LOW A/S AWARE

Switch. This switch has two positions, ON and OFF and the Low

Airspeed Awareness System is powered only when the P/S HEAT/

LOW A/S AWARE switch is ON and at least one of the two circuit

breakers is IN.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-73

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

LOW AIRSPEED AWARENESS SYSTEM (Continued)

When the P/S HEAT/LOW A/S AWARE switch is turned ON prior to

takeoff, the BELOW ICING MIN SPD annunciator will be illuminated

white, indicating that the airspeed is below 97.5 + 2.2 knots. Once the

airspeed exceeds 97.5 + 2.2 knots, the BELOW ICING MIN SPD

annunciator will extinguish. If the airspeed falls back below 97.5 + 2.2

knots, the BELOW ICING MIN SPD annunciator will flash between

amber and white and the stall warning horn will sound intermittently

until the airspeed is increased above 97.5 + 2.2 knots.

Pressing the flashing BELOW ICING MIN SPD annunciator, which

incorporates a momentary switch, silences the stall warning horn and

causes the annunciator to stop flashing. The annunciator will remain

illuminated solid white as long as the airspeed is below 97.5 + 2.2

knots. The autopilot must be disengaged when the flashing amber and

white annunciation is activated.

The BELOW ICING MIN SPD annunciator brightness is controlled by

the LED PANELS/ANNUN rheostat located on the lower part of the

instrument panel to the left of the control pedestal. For daytime

operations the rheostat should be rotated full counter-clockwise to the

DAY position to make sure it is visible in bright light conditions. For all

other lighting conditions, the LED PANELS/ANNUN rheostat can be

adjusted clockwise to control lighting intensity.

FAA APPROVED

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U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

AIRPLANE SYSTEMS AND DESCRIPTIONS (Continued)

ICE DETECTION AND WING INSPECTION LIGHTS

The windshield ice detection and wing inspection lights are used at

night, or in conditions of poor visibility, to detect the presence of ice

accumulating on the lower center portion of the windshield and leading

edge of the left wing.

The windshield ice detection light is located on the left side of the

windshield center post. This light would typically be used first to visually

detect the presence of ice accumulating on the windshield. The

windshield ice detection light is activated anytime the NAV Switch is in

the ON position.

The wing inspection light is flush-mounted in the left wing leading edge-

to-fuselage fairing to help detect ice on the wing at night by lighting the

leading edge of the wing. The system consists of the wing inspection

light, a two-position toggle switch located on the anti-ice switch panel

and a pull-off type circuit breaker, labeled WING ICE DET LIGHT,

located on the left sidewall circuit breaker panel. The WING LIGHT

switch is spring-loaded to the OFF, or down position, and must be held

in the ON or up position to activate the light.

ENGINE INERTIAL SEPARATOR, STANDBY ELECTRICAL,

AND HEATED STALL WARNING SYSTEMS

Refer to Section 7, Airplane and System Description of the POH/AFM

for descriptions of these standard/required equipment items.

FAA APPROVED

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U.S.

S1-75

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 208B 867 SHP

GARMIN G1000

HANDLING, SERVICING, AND MAINTENANCE

PROLONGED OUT OF SERVICE CARE

DURING FLYABLE STORAGE

Make sure that the TKS fluid tank contains at least the minimum takeoff

quantity of fluid and that all system components are filled with fluid.

Refer to Limitations, Minimum Dispatch Fluid, of this supplement for

minimum takeoff fluid quantity. Monthly, operate pump(s) until all air is

purged from components and pipelines. Check and/or refill the TKS

fluid tank to the minimum dispatch fluid level for takeoff.

SERVICING

ICE PROTECTION FLUID TANK

Refer to Limitations, Approved Ice Protection Fluid, in this supplement

for a list of approved TKS ice protection fluid type. The filler cap is

located on the left side of the cargo pod. To prevent the possibility of

contaminated fluid, always clean the top of fluid containers before

dispensing, and if required maintain a clean measuring vessel solely for

ice protection fluid. Secure the filler cap immediately after filling. Tank

vents are included in the pallet.

ICE PROTECTION FLUID STRAINER

The ice protection fluid strainers of the metering pumps should not

require cleaning unless there is a definite indication of foreign matter in

the TKS fluid tank.

ICE PROTECTION FLUID FILTERS

An amber A-ICE HIGH PRESS annunciator in flight, or during ground

testing, may indicate the need for filter element replacement.

(Continued Next Page)

FAA APPROVED

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U.S.

208BPHCUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 1

GARMIN G1000

HANDLING, SERVICING, AND MAINTENANCE

(Continued)

SERVICING (Continued)

POROUS LEADING EDGE PANEL CLEANING

CAUTION

Porous panels contain a plastic membrane which may

be damaged by certain solvents, particularly Methyl

Ethyl Ketone, Lacquer thinner and other types of

thinners. Mask panels when painting airplane or when

using solvents for other purposes in the proximity of the

porous panels. Refer to the Maintenance Manual for

detailed information on cleaning/painting interior and

exterior painted surfaces on the airplane.

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

The porous panels may be washed with mild soap and water using a

brush or lint free cloth.

Refer to the Maintenance Manual for more detailed information on

handling, service, and maintenance.

FAA APPROVED

208BPHCUS-S1-00

U.S.

S1-77

CESSNA MODEL 208B

867 SHP - GARMIN G1000

Serials 208B2197 and 208B5000 and On

SUPPLEMENT 2

ARTEX ME406

EMERGENCY LOCATOR TRANSMITTER (ELT)

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 Artex ME406 Emergency

Locator Transmitter (ELT) is installed.

19 DECEMBER 2012

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

208BPHCUS-S2-00

U.S.

S2-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 2

ARTEX ME406 EMERGENCY LOCATOR TRANSMITTER

(ELT)

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S2-1 thru S2-8

Original

FAA APPROVED

S2-2

U.S.

208BPHCUS-S2-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 2

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S2-00

U.S.

S2-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2

MODEL 208B 867 SHP

GARMIN G1000

ARTEX ME406 EMERGENCY LOCATOR

TRANSMITTER (ELT)

GENERAL

The Artex ME406 Emergency Locator Transmitter (ELT) installation

uses a solid-state

2-frequency transmitter powered by an internal

lithium battery. The ME406 is also equipped with an instrument panel-

mounted remote switch assembly, that includes a red warning light, and

an external antenna mounted on the top of the tailcone. The remote

switch assembly is installed along the upper right side of the instrument

panel and controls ELT operating modes from the flight crew station.

When the remote switch is set to the ARM position, the transmitter is

energized only when the internal G switch senses longitudinal inertia

forces per TSO-C91a/TSO-C126. When the remote switch is set to the

ON position, the transmitter is immediately energized.

The ME406 transmitter unit is located in the dorsal fin. On the ELT

transmitter unit is a panel containing an ARM/ON Switch and a

transmitter warning light.

The ELT installation uses two different warnings to tell the pilot when

the ELT is energized. The aural warning is an unusual buzzing sound

that is easily heard by the pilot. The visual warning is a flashing red light

directly above the remote switch that shows the pilot that the ELT has

been activated.

When the ME406 is energized, the ELT transmits the standard swept

tone signal on the international VHF frequency of 121.5 MHz until

battery power is gone. The 121.5 MHz signal is mainly used to pinpoint

the beacon during search and rescue operations, and is monitored by

general aviation, commercial aircraft, and government agencies.

In addition, for the first 24 hours of the ELT being energized, a 406.028

MHz signal is transmitted at 50 second intervals. This transmission

lasts 440 milliseconds and contains identification data programmed into

the ELT and is received by COSPAS/SARSAT satellites. The

transmitted data may include the Aircraft ID, ELT Serial Number,

Country Code, and COSPAS/SARSAT ID.

(Continued Next Page)

FAA APPROVED

S2-4

U.S.

208BPHCUS-S2-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 2

GARMIN G1000

ARTEX ME406 ELT CONTROL PANEL

ELT PANEL SWITCH (Two-Position Toggle Switch):

a. ARM

(OFF)

- Turns OFF and ARMS transmitter for

automatic activation if G switch senses a predetermined

deceleration level.

b. ON

- Activates transmitter instantly. The ON position

bypasses the automatic activation switch. The RED warning

light on ELT panel and on the remote switch assembly

mounted on the instrument panel should come on.

TRANSMITTER WARNING LIGHT - Light comes on RED to

indicate the transmitter is transmitting a distress signal.

ANTENNA RECEPTACLE - Connects to the antenna mounted

on top of tailcone.

15-PIN D-SUB RECEPTACLE - Connects to the ELT remote

switch assembly located on the upper right side of the instrument

panel.

REMOTE SWITCH ASSEMBLY - (Two-Position Rocker Switch):

a. ARM

(OFF)

- Turns OFF and ARMS transmitter for

automatic activation if G switch senses a predetermined

deceleration level.

b. ON

- Remotely activates the transmitter for test or

emergency situations. The RED warning light above the

rocker switch comes on to indicate that the transmitter is

transmitting a distress signal.

Figure S2-1

FAA APPROVED

208BPHCUS-S2-00

U.S.

S2-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2

MODEL 208B 867 SHP

GARMIN G1000

OPERATING LIMITATIONS

There are no additional airplane operating limitations when the Artex

ME406 ELT is installed.

The airplane owner or operator must register the ME406 ELT with the

applicable Civil Aviation Authority before use to make sure that the

identification code transmitted by the ELT is in the COSPAS/SARSAT

database. Refer to www.cospas-sarsat.org for registration information.

Refer to 14 CFR 91.207 for ELT inspection requirements. The ME406

must be inspected and tested by an approved technician using the

correct test equipment under the appropriate Civil Aviation Authorities

approved conditions.

FAA APPROVED

S2-6

U.S.

208BPHCUS-S2-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 2

GARMIN G1000

EMERGENCY PROCEDURES

If a forced landing is necessary, set the remote switch to the ON

position before landing. This is very important in remote or

mountainous terrain. The red warning light above the remote switch will

flash and the aural warning will be heard.

After a landing when search and rescue aid is needed, use the ELT as

follows:

NOTE

The ELT remote switch assembly could be inoperative if

damaged during a forced landing. If inoperative, the inertia

G switch will activate automatically. However, to turn the

ELT OFF and ON again requires manual switching of the

ELT panel switch which is located on the ELT unit.

MAKE SURE THE ELT IS ENERGIZED:

a. If the red warning light above the remote switch is not

flashing, set the remote switch to the ON position.

b. Listen for the aural warning. If the COM radio(s) operate and

can be energized safely (no threat of fire or explosion),

energize a COM radio and set the frequency to 121.5 MHz.

The ELT tone should be heard on the COM radio if the ELT

is working correctly. When done, de-energize the COM

radio(s) to conserve the airplane battery power.

c. Make sure that nothing is touching or blocking the ELT

antenna.

AFTER RESCUE - Set the remote switch to the ARM position to

de-energize the ELT. If the remote switch does not function, set

the switch on the ME406 (in the dorsal fin) to the ARM position.

FAA APPROVED

208BPHCUS-S2-00

U.S.

S2-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES

When operating in a remote area or over hazardous terrain, it is

recommended that the ELT be inspected by an approved technician

more frequently than required by 14 CFR 91.207.

NORMAL OPERATION

1. Check that the remote switch (on the upper right instrument

panel) is set to the ARM position.

Normal operation of the ME406 from the co-pilot station is only to de-

energize and arm the ELT after it has been accidentally energized (no

emergency).

The ELT can be energized by a lightning strike or hard landing. If the

red light above the remote switch is flashing and the aural warning is

heard, the ELT is energized. Check for the emergency signal on a COM

radio set to 121.5 MHz. To stop the transmissions, set the remote

switch to the ON position momentarily and then set to the ARM

position. Tell the nearest Air Traffic Control facility about the accidental

transmissions as soon as possible to hold search and rescue work to a

minimum.

PERFORMANCE

There is no change to the airplane performance when the Artex ME406

ELT is installed.

FAA APPROVED

S2-8

U.S.

208BPHCUS-S2-00

CESSNA MODEL 208B

867 SHP - GARMIN G1000

Serials 208B2197 and 208B5000 and On

SUPPLEMENT 3

ARTEX C406-N

EMERGENCY LOCATOR TRANSMITTER (ELT)

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 Artex C406-N Emergency

Locator Transmitter (ELT) is installed.

19 DECEMBER 2012

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

208BPHCUS-S3-00

U.S.

S3-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 3

ARTEX C406-N EMERGENCY LOCATOR

TRANSMITTER (ELT)

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S3-1 thru S3-8

Original

FAA APPROVED

S3-2

U.S.

208BPHCUS-S3-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 3

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S3-00

U.S.

S3-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 208B 867 SHP

GARMIN G1000

ARTEX C406-N EMERGENCY LOCATOR

TRANSMITTER (ELT)

GENERAL

The Artex C406-N Emergency Locator Transmitter (ELT) installation

uses a solid-state

3-frequency transmitter powered by an internal

lithium battery. The navigation function of the C406-N ELT receives

power from the airplane’s main battery thru AVIONICS BUS 1. The

C406-N is also equipped with an instrument panel-mounted remote

switch assembly, that includes a red warning light, and an external

antenna mounted on the top of the tailcone. The remote switch

assembly is installed along the upper right side of the instrument panel

and controls ELT operating modes from the flight crew station. When

the remote switch is set to the ARM position, the transmitter is

energized only when the internal G Switch senses longitudinal inertia

forces per TSO-C91a/TSO-C126. When the remote switch is set to the

ON position, the transmitter is immediately energized.

The C406-N transmitter unit is located in the dorsal fin (right side). On

the ELT transmitter unit is a panel containing an ON/OFF Switch and a

transmitter warning light.

The ELT installation uses two different warnings to tell the pilot when

the ELT is energized. The aural warning is an unusual buzzing sound

that is easily heard by the pilot. The visual warning is a flashing red light

directly above the remote switch that shows the pilot that the ELT has

been activated.

When the C406-N is energized, the ELT transmits the standard swept

tone signal on the international VHF frequency of 121.5 MHz and UHF

frequency of 243.0 MHz until battery power is gone. The 121.5 MHz

signal is mainly used to pinpoint the beacon during search and rescue

operations, and is monitored by general aviation, commercial aircraft,

and government agencies.

In addition, for the first 24 hours of the ELT being energized, a 406.028

MHz signal is transmitted at 50 second intervals. This transmission

lasts 440 milliseconds and contains identification data programmed into

the ELT and is received by COSPAS/SARSAT satellites. The

transmitted data may include the Aircraft ID, GPS coordinates, ELT

Serial Number, Country Code, and COSPAS/SARSAT ID.

(Continued Next Page)

FAA APPROVED

S3-4

U.S.

208BPHCUS-S3-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 3

GARMIN G1000

ARTEX C406-N ELT CONTROL PANEL

ELT PANEL SWITCH (Two-Position Toggle Switch):

a. ARM

(OFF)

- Turns OFF and ARMS transmitter for

automatic activation if G Switch senses a predetermined

deceleration level.

b. ON

- Activates transmitter instantly. The ON position

bypasses the automatic activation switch. The RED

warning light on ELT panel and on the remote switch

assembly mounted on the instrument panel should come

on.

TRANSMITTER WARNING LIGHT - Light comes on RED to

indicate the transmitter is transmitting a distress signal.

ANTENNA RECEPTACLE - Connects to the antenna mounted

on top of tailcone.

REMOTE CABLE JACK - Connects to the ELT remote switch

assembly located on the upper right side of the instrument panel.

REMOTE SWITCH ASSEMBLY - (Two-Position Rocker Switch):

a. ARM

(OFF)

- Turns OFF and ARMS transmitter for

automatic activation if G Switch senses a predetermined

deceleration level.

b. ON

- Remotely activates the transmitter for test or

emergency situations. The RED warning light above the

rocker switch comes on to indicate that the transmitter is

transmitting a distress signal.

Figure S3-1

FAA APPROVED

208BPHCUS-S3-00

U.S.

S3-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 208B 867 SHP

GARMIN G1000

OPERATING LIMITATIONS

There are no additional airplane operating limitations when the Artex

C406-N ELT is installed.

The airplane owner or operator must register the C406-N ELT with the

applicable Civil Aviation Authority before use to make sure that the

identification code transmitted by the ELT is in the COSPAS/SARSAT

database. Refer to www.cospas-sarsat.org for registration information.

Refer to 14 CFR 91.207 for ELT inspection requirements. The C406-N

must be inspected and tested by an approved technician using the

correct test equipment under the appropriate Civil Aviation Authorities

approved conditions.

FAA APPROVED

S3-6

U.S.

208BPHCUS-S3-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 3

GARMIN G1000

EMERGENCY PROCEDURES

If a forced landing is necessary, set the remote switch to the ON

position before landing. This is very important in remote or

mountainous terrain. The red warning light above the remote switch will

flash and the aural warning will be heard.

After a landing when search and rescue aid is needed, use the ELT as

follows:

NOTE

The ELT remote switch assembly could be inoperative if

damaged during a forced landing. If inoperative, the inertia

G Switch will activate automatically. However, to turn the

ELT OFF and ON again requires manual switching of the

ELT panel switch which is located on the ELT unit.

1. MAKE SURE THE ELT IS ENERGIZED:

a. If the red warning light above the remote switch is not

flashing, set the remote switch to the ON position.

b. Listen for the aural warning. If the COM radio(s) operate and

can be energized safely (no threat of fire or explosion),

energize a COM radio and set the frequency to 121.5 MHz.

The ELT tone should be heard on the COM radio if the ELT

is working correctly. When done, de-energize the COM

radio(s) to conserve the airplane battery power.

c. Make sure that nothing is touching or blocking the ELT

antenna.

2. AFTER RESCUE - Set the remote switch to the ARM position to

de-energize the ELT. If the remote switch does not function, set

the switch on the C406-N (in the dorsal fin) to the ARM position.

FAA APPROVED

208BPHCUS-S3-00

U.S.

S3-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES

When operating in a remote area or over hazardous terrain, it is

recommended that the ELT be inspected by an approved technician

more frequently than required by 14 CFR 91.207.

NORMAL OPERATION

1. Check that the remote switch (on the upper right instrument

panel) is set to the ARM position.

Normal operation of the C406-N from the co-pilot station is only to

de-energize and arm the ELT after it has been accidentally energized

(no emergency).

The ELT can be energized by a lightning strike or hard landing. If the

red light above the remote switch is flashing and the aural warning is

heard, the ELT is energized. Check for the emergency signal on a COM

radio set to 121.5 MHz. To stop the transmissions, set the remote

switch to the ON position momentarily and then set to the ARM

position. Tell the nearest Air Traffic Control facility about the accidental

transmissions as soon as possible to hold search and rescue work to a

minimum.

PERFORMANCE

There is no change to the airplane performance when the Artex

C406-N ELT is installed.

FAA APPROVED

S3-8

U.S.

208BPHCUS-S3-00

CESSNA MODEL 208B

867 SHP - GARMIN G1000

Serials 208B2197 and 208B5000 and On

SUPPLEMENT 4

GARMIN G1000

SYNTHETIC VISION TECHNOLOGY (SVT)

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 Garmin G1000 Synthetic

Vision Technology (SVT) is installed.

19 DECEMBER 2012

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

208BPHCUS-S4-00

U.S.

S4-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 4

GARMIN G1000 SYNTHETIC VISION TECHNOLOGY

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S4-1 thru S4-6

Original

FAA APPROVED

S4-2

U.S.

208BPHCUS-S4-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 4

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S4-00

U.S.

S4-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4

MODEL 208B 867 SHP

GARMIN G1000

GARMIN G1000 SYNTHETIC VISION TECHNOLOGY

GENERAL

The Garmin G1000 Synthetic Vision Technology (SVT) is primarily

composed of a computer-generated, forward looking attitude aligned

view of the topography immediately in front of the airplane from the

pilot’s perspective. The SVT information is shown on the Primary Flight

Display

(PFD) and offers a three dimensional view of potentially

hazardous terrain, obstacles and traffic complete with the requisite red

or yellow shading overlaid. For complete system description and

operation, refer to the Garmin G1000 Cockpit Reference Guide (CRG).

NOTE

Not all airport runways are depicted with SVT.

OPERATING LIMITATIONS

The G1000 limitations listed in Section 2, of the POH apply when using

SVT. In addition, SVT is not available in locations north of 75° North

latitude or south of 60° South latitude due to the absence of terrain data

in these geographical areas.

Airplane maneuvering in any flight phase shall not be based solely on

information from the G1000 SVT. SVT shall not be used as the primary

means of terrain, obstacle or traffic avoidance.

The G1000 SVT shall not be used for primary flight guidance.

Descent below published IFR minimums shall not be predicated upon

the use of G1000 SVT.

The G1000 SVT Pathways are not a substitute for standard course and

altitude deviation information provided by the primary lateral and

vertical guidance.

(Continued Next Page)

FAA APPROVED

S4-4

U.S.

208BPHCUS-S4-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 4

GARMIN G1000

OPERATING LIMITATIONS (Continued)

The following limitation applies only to EASA registered airplanes:

• The G1000 SVT Pathways shall not be used while the

Flight Director is in use. Pathways guidance must be

deselected to reduce PFD display clutter when the Flight

Director is displayed.

The current Garmin G1000 Cockpit Reference Guide Part number for

SVT that must be available to the pilot during flight is displayed on the

MFD AUX group, SYSTEM STATUS page.

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when the

Garmin G1000 Synthetic Vision Technology is installed.

ABNORMAL PROCEDURES

G1000 SVT PATHWAYS MALFUNCTION OR ERRONEOUS

LATERAL AND/OR VERTICAL GUIDANCE

If G1000 SVT Pathways malfunctions or provides an erroneous

indication contrary to the primary lateral and vertical guidance, use the

following procedure to turn off SVT Pathways:

1. PFD Softkey

PRESS (on PFD bezel)

2. SYN VIS Softkey

PRESS (on PFD bezel)

3. Pathway Softkey

PRESS (on PFD bezel)

(verify SVT Pathway guidance is removed from the PFD display)

FAA APPROVED

208BPHCUS-S4-00

U.S.

S4-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES

There is no change to the airplane normal procedures when the Garmin

G1000 Synthetic Vision Technology is installed.

PERFORMANCE

There is no change to the airplane performance when the Garmin

G1000 Synthetic Vision Technology is installed.

WEIGHT AND BALANCE

There is no change to the airplane weight and balance when the

Garmin G1000 Synthetic Vision Technology is installed.

FAA APPROVED

S4-6

U.S.

208BPHCUS-S4-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 5

CONFIGURATION DEVIATION LIST (CDL)

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S5-1 thru S5-6

Original

FAA APPROVED

S5-2

U.S.

208BPHCUS-S5-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 5

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S5-00

U.S.

S5-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5

MODEL 208B 867 SHP

GARMIN G1000

CONFIGURATION DEVIATION LIST

GENERAL

This supplement is part of, and must be placed in, the Pilots Operating

Handbook and basic FAA Approved Airplane Flight Manual (POH/

AFM). The information contained herein supplements the information of

the POH/AFM. For limitations, procedures and performance

information not contained in this supplement, consult the POH/AFM.

This supplement, Configuration Deviation List

(CDL) contains

additional certification limitations for operations without secondary

airframe parts.

OPERATING LIMITATIONS

When the airplane is operated using the CDL, it must be

operated in accordance with the limitations specified in the

POH/AFM, as amended in the CDL.

The associated limitations must be listed on a placard affixed in

the cockpit in clear view of the pilot in command and other

appropriate crew member(s).

The pilot in command must be notified of each operation with a

missing part(s) by listing the missing part(s) in the flight or

dispatch release. If a flight or dispatch release system is not

used, other appropriate means can be used to notify the pilot in

command.

The operator must list in the airplane logbook an appropriate

notation covering the missing part(s).

If an additional part is lost in flight, the airplane may not depart

the airport at which it landed following this event, until it again

complies with the limitations of the CDL. This, of course, does

not preclude the issuance of a ferry permit to allow the airplane

to be flown to a point where the necessary repairs or

replacements can be made.

Flight into known or forecasted icing conditions is prohibited with

missing TKS Leading Edge Vortex Generator(s).

FAA APPROVED

S5-4

U.S.

208BPHCUS-S5-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 5

GARMIN G1000

CONFIGURATION DEVIATION LIST

The numbering and designation of systems in the CDL appendix is

based on Air Transport Association (ATA) Specification Number 2200.

The parts within each system are identified by functional description

and, when necessary, by part numbers.

ATA

System or Unit

1. Number Installed

2. Number Required for Dispatch

Requirements for Flight

Wings

1. TKS Leading Edge

No more than two non-adjacent

Vortex Generators

vortex generators per wing may be

missing. Flight into known or forecast

icing is prohibited.*

* The performance decrement is negligible.

FAA APPROVED

208BPHCUS-S5-00

U.S.

S5-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

utilizing the Configuration Deviation List (CDL).

NORMAL PROCEDURES

There is no change to the airplane normal procedures when utilizing

the Configuration Deviation List (CDL).

PERFORMANCE

There is no change to the airplane performance when utilizing the

Configuration Deviation List (CDL).

WEIGHT AND BALANCE

There is no change to the airplane weight and balance when utilizing

the Configuration Deviation List (CDL).

FAA APPROVED

S5-6

U.S.

208BPHCUS-S5-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 6

OXYGEN SYSTEM

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S6-1 thru S6-10

Original

FAA APPROVED

S6-2

U.S.

208BPHCUS-S6-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 6

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S6-00

U.S.

S6-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 208B 867 SHP

GARMIN G1000

OXYGEN SYSTEM

GENERAL

The oxygen system provides supplemental oxygen necessary for

continuous flight at high altitude. The oxygen system contains two ports

in the cockpit with either an extra 8 (10 total) or extra 15 (17 total) in the

cabin.

The small capacity oxygen cylinder of 51 cubic foot supplies oxygen to

the two-port system. The larger capacity oxygen cylinder of 117 cubic

foot supplies oxygen to the 10-port or 17-port system. The oxygen

cylinder is located in the fuselage tailcone. Cylinder pressure is

reduced to an operating pressure of 70 PSI by a pressure regulator

attached to the cylinder. A shutoff valve is included as part of the

regulator assembly. The system also contains an altitude compensating

regulator located between the pressure regulator and the oxygen

supply lines, which varies the flow of oxygen to the masks, depending

on altitude. An oxygen cylinder filler valve is located on the right side of

the airplane (under a cover plate), at the forward end of the tailcone.

Cylinder pressure is indicated by a pressure gage located on the

overhead console above the pilot’s and copilot’s seats. Two oxygen

outlets are provided in the cabin ceiling, one each just outboard of the

pilot’s and copilot’s seats. Two permanent microphone-equipped masks

are provided for the pilot and copilot. Both masks are the partial

rebreathing type equipped with vinyl plastic hoses and flow indicators.

The oxygen hoses are the high-flow type and are color coded with a

blue band adjacent to the plug-in fitting.

(Continued Next Page)

FAA APPROVED

S6-4

U.S.

208BPHCUS-S6-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 6

GARMIN G1000

GENERAL (Continued)

NOTE

The pilot’s and copilot’s masks are equipped with a

microphone to facilitate use of the radio when using

oxygen. An adapter cord is furnished with the

microphone-equipped mask to mate the mask microphone

lead to the microphone jack located on the left or right side

of the instrument panel. To connect the oxygen mask

microphone, connect the mask lead to the adapter cord and

plug the cord into the microphone jack. If an optional

microphone-headset combination has been in use, the

microphone lead from this equipment is already plugged

into the microphone jack. It will be necessary to disconnect

this lead from the microphone jack so that the adapter cord

from the oxygen mask microphone can be plugged into the

jack. A push-to-talk switch is incorporated on each control

wheel to operate the corresponding microphone.

A remote OXYGEN control lever is located in the overhead console

above the pilot’s and copilot’s seats and is used to shutoff the supply of

oxygen to the system when not in use. The control lever is

mechanically connected to the shutoff valve at the cylinder. The

OXYGEN control lever is ON when the lever is in the full forward

position and OFF when in the full aft position. With the exception of the

shutoff function, the system is completely automatic and requires no

manual regulation for change of altitude.

The oxygen cylinder, when fully charged, contain either 51 or 117 cubic

feet of aviator’s breathing oxygen (Spec. No. MIL-O-27210) under a

pressure of 1960 PSI at 70°F (20°C). Filling pressures will vary due to

ambient temperature in the filling area and the temperature rise

resulting from compression of the oxygen. Filling to 1960 PSI may not

result in a properly filled cylinder. Fill to pressures indicated in Figure

S6-1, Oxygen Filling Pressures, for ambient temperatures.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S6-00

U.S.

S6-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 208B 867 SHP

GARMIN G1000

GENERAL (Continued)

WARNING

Oil, grease, or other lubricants in contact with

oxygen create a serious fire hazard and such

contact must be avoided when handling oxygen

equipment.

OXYGEN FILLING PRESSURES

Figure S6-1

OPERATING LIMITATIONS

There are no additional airplane operating limitations when the Oxygen

System is installed.

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when the

Oxygen System is installed.

FAA APPROVED

S6-6

U.S.

208BPHCUS-S6-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 6

GARMIN G1000

NORMAL PROCEDURES

Prior to flight, check to be sure that there is an adequate oxygen supply

for the trip by noting the oxygen pressure gage reading and the

appropriate Oxygen Duration Chart for your airplane. Refer to Figure

S6-2 for the 51 cubic feet capacity bottle and Figure S6-3 for the larger

117 cubic feet bottle. Make sure that there are enough face masks and

hoses for each passenger and that they are readily accessible and in

good working condition.

The Oxygen Duration Chart should be used in determining the usable

duration (in hours) of the oxygen supply in your airplane. The following

procedure outlines the method of finding the duration from the chart.

1. Note the available oxygen bottle size and pressure shown on

the pressure gage.

2. Locate this pressure on the scale on the left side of the

appropriate chart, then go across the chart horizontally to the

right until you intersect the line representing the altitude at which

the flight will be conducted. After intersecting the line, drop down

vertically to the bottom of the chart and read the duration in

hours given on the scale. This duration is for one person only

and will have to be divided by the number of persons using

oxygen to obtain the total duration in hours.

3. As an example of the above procedure, 1700 PSI of pressure

will safely sustain the pilot, flying at 20,000 feet altitude, for 6

hours (51 cubic foot bottle). If the copilot’s seat is occupied, the

total duration at 20,000 feet altitude for two people is 3 hours.

NOTE

Oxygen gage quantities below 200 PSI are not reliable. At

this reduced pressure, flow rates are not predictable.

For FAA requirements concerning supplemental oxygen, Refer to 14

CFR 91.211.

It is recommended that supplemental oxygen be used by all occupants

when cruising above 12,500 feet. It is often advisable to use oxygen at

altitudes lower than 12,500 feet under conditions of night flying, fatigue,

or periods of physiological or emotional disturbances. Also, habitual

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

of oxygen at less than 10,000 feet.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S6-00

U.S.

S6-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

When ready to use the oxygen system, proceed as follows:

1. Mask and Hose

SELECT

Adjust mask to face and adjust metallic nose strap for snug

mask fit.

WARNING

Do not permit smoking when using oxygen. Oil,

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

materials constitute a serious fire hazard when in

contact with oxygen. Be sure hands and clothing

are oil-free before handling oxygen equipment.

2. Oxygen Hose

PLUG INTO OUTLET

(nearest to the seat you are occupying)

NOTE

When the oxygen system is turned ON, oxygen will flow

continuously at the proper rate of flow for any altitude

without any manual adjustments.

3. OXYGEN Control Lever

4. Face Mask Hose Flow Indicator

CHECK

Oxygen is flowing if the green indicator is being forced toward

the mask.

5. Oxygen Hose

UNPLUG FROM OUTLET

(when discontinuing use of oxygen)

NOTE

This automatically stops the flow of oxygen.

6. OXYGEN Control Lever

OFF

(when oxygen is no longer required)

PERFORMANCE

There is no change to the airplane performance when the Oxygen

System is installed.

FAA APPROVED

S6-10

U.S.

208BPHCUS-S6-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 7

AIR CONDITIONING SYSTEM

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S7-1 thru S7-12

Original

FAA APPROVED

S7-2

U.S.

208BPHCUS-S7-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B G1000

SUPPLEMENT 7

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S7-00

U.S.

S7-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7

MODEL 208B 867 SHP

GARMIN G1000

AIR CONDITIONING SYSTEM

GENERAL

The air conditioning system provides comfortable cabin temperatures

during hot weather operations, both on the ground or in flight. In this

system, a belt-driven compressor is located on the engine accessory

section. Three evaporator units with integral blowers are located one

each in the left and right wing root area, and one in the tailcone behind

the aft cabin bulkhead. The evaporator units direct cooled air to a series

of overhead outlets in the cabin headliner. The system condenser is

mounted in the engine compartment beneath the engine and is

provided with an inlet and outlet in the lower left side of the engine

cowling to supply cooling airflow through the condenser. Refrigerant

lines under the floorboards and in the fuselage sides interconnect the

compressor, evaporators, and the condenser.

Controls for the air conditioning system are located at the lower edge of

the instrument panel directly above the control pedestal. Controls

consist of one three-position, toggle-type air conditioning switch, and

three two-position, toggle-type fan switches, refer to Figure S7-1.

Placing the three-position switch, labeled OFF, VENTILATE, COOL,

from the OFF position to the COOL position starts the system

compressor and evaporator fans. Placing the switch in the VENTILATE

position activates only the system evaporator fans, providing uncooled

ventilating air to the cabin. The three two-position switches, all labeled

AC FANS, provide separate HIGH or LOW speed control of each

evaporator fan. System electrical protection is provided by four 15-

ampere “pull-off” type circuit breakers, labeled LEFT VENT BLWR,

RIGHT VENT BLWR, AFT VENT BLWR, and AIR COND CONT,

located on the left sidewall switch and circuit breaker panel.

(Continued Next Page)

FAA APPROVED

S7-4

U.S.

208BPHCUS-S7-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B G1000

SUPPLEMENT 7

GARMIN G1000

GENERAL (Continued)

AIR CONDITIONING SWITCH PANEL

Figure S7-1

When the air conditioning system is operating, cooled air is supplied to

the cabin through 15 overhead adjustable outlets (two each above the

pilot and copilot, 11 directly above the rear-seat passengers, and four

directing air forward from the aft cabin bulkhead). The pilot’s and

passenger’s overhead outlets are the swivel type for optimum

positioning, and airflow volume is controlled by rotating the outlet

nozzle, which controls an internal valve. The four aft cabin outlets are

directionally adjustable.

Access for servicing the system is provided through the engine cowling

to the receiver/dryer and through a floorboard inspection cover behind

the front passenger’s seat to the sight glass and Schrader valves.

FAA APPROVED

208BPHCUS-S7-00

U.S.

S7-5

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B G1000

SUPPLEMENT 7

GARMIN G1000

OPERATING LIMITATIONS

AIR CONDITIONING

When the takeoff torque setting is less than 2397 foot-pounds, the air

conditioner must be turned off for any takeoff or landing under those

conditions. Refer to Section 5, Performance, Figure 5 - 8, Maximum

Engine Torque For Takeoff, for takeoff torque values.

PLACARDS

INTERIOR PLACARDS

FLIGHT CREW AREA

In full view of the pilot on the instrument panel.

FAA APPROVED

208BPHCUS-S7-00

U.S.

S7-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7

MODEL 208B 867 SHP

GARMIN G1000

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when the Air

Conditioning System is installed.

NORMAL PROCEDURES

PREFLIGHT INSPECTION

During the preflight (walk around) inspection, open cabin doors to aid in

cool-down of the cabin before flight. Air conditioning system

components should be inspected as follows:

1. Compressor

CHECK

(verify condition)

2. Drive Belt

CHECK

(verify condition and tension)

3. Hoses

CHECK

Check hoses for evidence of damage or leaks from compressor

to the condenser and evaporators.

4. Condenser Inlet/Outlet

CHECK

(on lower left side of cowling)

Check for installation, condition, and blockage.

FAA APPROVED

S7-8

U.S.

208BPHCUS-S7-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B G1000

SUPPLEMENT 7

GARMIN G1000

NORMAL PROCEDURES (Continued)

OPERATION ON GROUND

After preflight inspection and engine start, use the following procedures

for reducing hot cabin temperatures prior to takeoff after AVIONICS No.

1 and No. 2 Switches have been turned OFF.

1. VENT Controls

PUSHED IN

2. VENT AIR Control Knobs

(overhead console)

3. Overhead Air Outlets

OPEN

4. FUEL CONDITION Lever

ADVANCE

(N_g 55% minimum)

5. AIR CONDITIONING AC FANS Switches

HIGH

6. AIR CONDITIONING Switch

COOL

CAUTION

Under extremely hot OAT and/or high ground elevation

conditions, the idle ITT may exceed the maximum idle

ITT limitation of

700°C. Advance the FUEL

CONDITION Lever toward HIGH IDLE to increase the

idle N_g% as required to maintain a satisfactory ITT

(700°C or lower).

NOTE

• For increased cooling during ground static conditions,

increase N_g to 60-65% for a higher air conditioning

compressor RPM.

• Ground operation of the air conditioner with the propeller

in beta range for prolonged periods will cause the air

conditioning compressor pressure safety switch to

disengage the compressor clutch, and therefore should

be avoided.

• If the temperature of the air coming from the outlets does

not start to cool within a minute or two, the system may

be malfunctioning and should be turned off.

7. AIR CONDITIONING AC FANS Switches

LOW

(as desired after initial cool down)

FAA APPROVED

208BPHCUS-S7-00

U.S.

S7-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

BEFORE TAKEOFF

1. AIR CONDITIONING Switch

OFF or VENTILATE

(if takeoff torque is below 2397 ft-lbs)

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

Torque For Takeoff, for takeoff torque settings.

IN FLIGHT (CRUISE, CLIMB, AND DESCENT)

Initially, it may be desirable to operate the system with the air

conditioner fans on HIGH for fast cool-down. Later in the flight,

operation of the fans on LOW speed and opening of the overhead vent

air controls may be more comfortable.

During extended flight when temperature and humidity are extremely

high, the evaporator coils may frost over. Normally, the compressor

cycles off when temperatures in the evaporators nears 32°F (0°C). If

frost does form as evidenced by reduced cooling airflow, turn the AIR

CONDITIONING Switch to VENTILATE and select the HIGH speed AC

FANS position. This should increase evaporator discharge temperature

sufficiently to clear the frost.

NOTE

A high-pressure safety switch in the air conditioning system

disengages the compressor clutch and stops system

operation in the event the system becomes overloaded.

The system will cycle on again when the pressure reduces.

However, if cooling ability cannot be restored within a

reasonable amount of time, the system may be

malfunctioning and should be turned off.

The blower portion of the system may be used anytime air circulation

(outside or cabin air) is desired. This is accomplished by placing the

AIR CONDITIONING Switch in the VENTILATE position and placing

the AC FANS Switches in LOW or HIGH positions as desired.

FAA APPROVED

S7-10

U.S.

208BPHCUS-S7-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B G1000

SUPPLEMENT 7

GARMIN G1000

NORMAL PROCEDURES (Continued)

BEFORE LANDING

1. AIR CONDITIONING Switch

OFF or VENTILATE

(if takeoff torque under landing conditions would be set below

2397 FT-LBS)

AFTER LANDING

1. AIR CONDITIONING Switch

AS DESIRED

PERFORMANCE

There is a 25 FPM reduction in climb performance, 1 to 2 KTAS

decrease in cruise performance, and approximately 1% increase in fuel

required for a given trip as a result of the air conditioner installation.

This reduction in climb and cruise performance may be eliminated by

installation of the condenser duct inlet and exit cover plates during

flights when the air conditioner will not be used.

When the air conditioner is operating

(compressor engaged), the

following additional performance changes are also applicable:

TAKEOFF

The air conditioner installation has no appreciable effect on takeoff

distances.

FAA APPROVED

208BPHCUS-S7-00

U.S.

S7-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7

MODEL 208B 867 SHP

GARMIN G1000

PERFORMANCE (Continued)

CLIMB

When climbing at altitudes above the critical altitude (if at maximum

climb ITT limit and torque below 2397 FT-LBS), there is a 25 FPM loss

in maximum rate of climb.

CRUISE

When cruising at altitudes where the maximum allowable cruise power

is below the torque limit, reduce this setting by 40 FT-LBS when the air

conditioner is operating, refer to Section

5, Performance, Cruise

Performance charts, for allowable cruise power torque limits. This

reduced power setting will result in an approximate 2 KTAS decrease in

maximum cruise performance and a slight increase

(1%) in fuel

required for a given trip.

FAA APPROVED

S7-12

U.S.

208BPHCUS-S7-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 8

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 8

300 AMP STARTER GENERATOR

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S8-1 thru S8-8

Original

FAA APPROVED

S8-2

U.S.

208BPHCUS-S8-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 8

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S8-00

U.S.

S8-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 8

MODEL 208B 867 SHP

GARMIN G1000

300 AMP STARTER GENERATOR

GENERAL

The starter generator is mounted on the top of the accessory case at

the rear of the engine. The starter generator is a 28 volt, 300 amp

engine-driven unit that functions as a motor for engine starting, and

after engine start, as a generator for the airplane electrical system.

When operating as a starter, a speed sensing switch in the starter

generator will automatically shutdown the starter, thereby providing

overspeed protection and automatic shutoff. The starter generator is air

cooled by an integral fan, and by ram air drawn from the engine

cowling.

Amperage is shown on the GEN AMPS readout of the EIS System

page.

An amber GENERATOR AMPS annunciation along with an amber

background GEN AMPS readout of the EIS system page indicates a

limitation has been exceeded, refer to Operating Limitations contained

in this supplement.

FAA APPROVED

S8-4

U.S.

208BPHCUS-S8-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 8

GARMIN G1000

OPERATING LIMITATIONS

ON GROUND

MOST LIMITING OF THE FOLLOWING:

1. Do not exceed 105 amps as indicated by the GEN AMPS

indicator with engine power setting at 55 - 64% Ng.

2. Do not exceed 170 amps as indicated by the GEN AMPS

indicator with engine power settings at or above 65% Ng.

3. The maximum generator load listed below as a function Ng, air

conditioning and bleed air heat position.

MAXIMUM GENERATOR LOAD - GROUND OPERATIONS

AIR CONDITIONING - OFF,

AIR CONDITIONING - ON,

BLEED AIR HEAT - ON or OFF

BLEED AIR HEAT - OFF

AMPS

55%

60%

105

60%

105

65%

170

65%

170

Figure S8-1

FAA APPROVED

208BPHCUS-S8-00

U.S.

S8-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 8

MODEL 208B 867 SHP

GARMIN G1000

OPERATING LIMITATIONS (Continued)

IN FLIGHT

MOST LIMITING OF THE FOLLOWING:

1. The 300 amp starter generator is certified to produce 300 amps

up to 18,000 feet MSL. Above 18,000 feet MSL the 300 amp

starter generator is limited to a maximum load of 250 amps as

indicated by the GEN AMPS indicator when operating at a

speeds below 100 KIAS.

2. The maximum generator load listed below as a function Ng, air

conditioning and bleed air heat position.

MAXIMUM GENERATOR LOAD - FLIGHT OPERATIONS

AIR CONDITIONING - OFF,

AIR CONDITIONING - ON,

BLEED AIR HEAT - ON or OFF

BLEED AIR HEAT - OFF

AMPS

65%

175

65%

190

72%

270

72%

250

>80%

300

>80%

300

Figure S8-2

FAA APPROVED

S8-6

U.S.

208BPHCUS-S8-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 8

GARMIN G1000

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when the

300 Amp Starter Generator is installed.

ABNORMAL PROCEDURES

There is no change to the airplane abnormal procedures when the 300

Amp Starter Generator is installed.

NORMAL PROCEDURE

STARTING ENGINE (Battery Start)

After engine start, the amber GENERATOR AMPS annunciator may

come on while the battery is recharging. This is normal and should go

out after approximately two minutes. Advancing the FUEL CONDITION

lever to HIGH IDLE will reduce the time the amber GENERATOR

AMPS annunciator is shown and will help with starter/generator

cooling.

PERFORMANCE

There is no change to the airplane performance when the 300 Amp

Starter Generator is installed.

FAA APPROVED

208BPHCUS-S8-00

U.S.

S8-7

CESSNA MODEL 208B

867 SHP - GARMIN G1000

Serials 208B2197 and 208B5000 and On

SUPPLEMENT 9

BENDIX/KING KR87

AUTOMATIC DIRECTION FINDER (ADF)

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 Bendix/King KR 87 Automatic

Direction Finder (ADF) is installed.

19 DECEMBER 2012

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

208BPHCUS-S9-00

U.S.

S9-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9

MODEL 208B 867 SHP

GARMIN G1000

SUPPLEMENT 9

BENDIX/KING KR87 AUTOMATIC DIRECTION

FINDER (ADF)

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

19 December 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S9-1 thru S9-14

Original

FAA APPROVED

S9-2

U.S.

208BPHCUS-S9-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 9

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.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

208BPHCUS-S9-00

U.S.

S9-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9

MODEL 208B 867 SHP

GARMIN G1000

BENDIX/KING KR87 AUTOMATIC DIRECTION

FINDER (ADF)

GENERAL

The Bendix/King Digital ADF is a panel-mounted, digitally tuned

automatic direction finder. It is designed to provide continuous 1-kHz

digital tuning in the frequency range of

200-kHz to 1799-kHz and

eliminates the need for mechanical band switching. The system has a

receiver, a built-in electronic timer, a bearing pointer shown on the

G1000 Horizontal Situation Indicator (HSI), and a KA-44B combined

loop and sense antenna. Controls and displays for the Bendix/King

Digital ADF are shown and described in Figure S9-1. The Garmin GMA

1347 Audio Panel is used to control audio output. Audio panel

operation is described in the Garmin G1000 Cockpit Reference Guide.

The Bendix/King Digital ADF can be used for position plotting and

homing procedures, and for aural reception of amplitude modulated

(AM) signals.

The flip-flop frequency display allows switching between preselected

standby and active frequencies by pushing the frequency transfer

button. Both preselected frequencies are stored in a nonvolatile

memory circuit (no battery power required) and displayed in large,

easy-to-read, self-dimming gas discharge numbers. The active

frequency is continuously displayed in the left window, while the right

window will display either the standby frequency or the selected

readout from the built-in electronic timer.

The built-in electronic timer has two timing functions that operate

independently. An automatic flight timer starts when the unit is turned

on. This timer counts up to 59 hours and 59 minutes. An elapsed timer

will count up or down for up to 59 minutes and 59 seconds. When a

preset time interval has been programmed and the countdown reaches

:00, the display will flash for 15 seconds. Because both the flight timer

and elapsed timer operate independently, it is possible to monitor either

one without disrupting the other. The push button controls are internally

lighted. The light intensity is controlled by the AVIONICS dimmer

control knob.

(Continued Next Page)

FAA APPROVED

S9-4

U.S.

208BPHCUS-S9-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9

MODEL 208B 867 SHP

GARMIN G1000

GENERAL (Continued)

ANT/ADF MODE ANNUNCIATOR - Antenna (ANT) is selected

when the ADF button is in the OUT position. This mode improves

the audio reception and is usually used for station identification.

The bearing pointer is deactivated and will park in the 90° relative

position. Automatic Direction Finder (ADF) mode is selected by

pushing the ADF button. This mode activates the bearing pointer

and will point in the direction of the station relative to the aircraft

heading.

ACTIVE FREQUENCY DISPLAY - The frequency to which the

ADF is tuned is displayed here. The active ADF frequency can be

changed directly when either of the timer functions is selected.

BFO (Beat Frequency Oscillator) ANNUNCIATOR - The BFO

mode is activated and annunciated by pushing the BFO button.

When BFO mode is active, the carrier wave and its morse code

identifier can be heard.

NOTE

CW signals (Morse Code) are unmodulated and no audio

will be heard without use of BFO. This type of signal is not

used in the United States air navigation. It is used in some

foreign countries and marine beacons.

STANDBY FREQUENCY/FLIGHT TIME OR ELAPSED TIME

DISPLAY - When FRQ is shown, the STANDBY frequency is

shown in the right display. The STANDBY frequency is selected

using the frequency select knobs. The selected STANDBY

frequency is put into the active frequency window by pushing the

frequency transfer button. Either the standby frequency, the flight

timer, or the elapsed time is shown in this position. The flight

timer and elapsed timer replace the standby frequency which

goes into blind memory to be called back at any time by pushing

the FRQ button (item 10). Flight time or elapsed time are shown

and annunciated by depressing the FLT/ET button.

FLIGHT TIMER AND ELAPSED TIMER MODE ANNUNCIATION

- Either the elapsed time

(ET) or flight time

(FLT) mode is

annunciated here.

(Continued Next Page)

FAA APPROVED

S9-6

U.S.

208BPHCUS-S9-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 9

GARMIN G1000

GENERAL (Continued)

6. FREQUENCY SELECT KNOBS - Selects the standby frequency

when FRQ is displayed and directly selects the active frequency

whenever either of the time functions is selected. The frequency

selector knobs may be turned either clockwise or

counterclockwise. The small knob is pulled out to tune the 1's.

The small knob is pushed in to tune the 10's. The outer knob

tunes the 100's with rollover into the 1000's up to 1799. These

knobs are also used to set the desired time when the elapsed

timer is used in the countdown mode.

7. ON/OFF/VOLUME CONTROL SWITCH

(ON/OFF/VOL)

-Controls power and audio output level. Turn the control switch

clockwise from the OFF position to energize the receiver and

increase audio volume. The KR87 has audio muting which

causes the audio output to be muted unless the receiver is locked

on a valid station.

8. SET/RESET ELAPSED TIMER BUTTON (SET/RST) - The SET/

RST button resets the elapsed timer whether it is being displayed

or not.

9. FLIGHT TIMER/ELAPSED TIMER MODE SELECTOR BUTTON

(FLT/ET) - The FLT/ET button selects either Flight Timer mode or

Elapsed Timer mode when pushed.

10.FREQUENCY TRANSFER BUTTON (FRQ) - The FRQ transfer

button interchanges the active and standby frequencies when

pushed.

11.BFO (Beat Frequency Oscillator) BUTTON - The BFO button

selects the BFO mode when pushed in. (See note under item 3).

12.ADF BUTTON - The ADF button selects either the ANT mode or

the ADF mode. The ANT mode is selected when the ADF button

is in the OUT position. The ADF mode is selected when the ADF

button is pushed in.

13.LUBBER LINE - Indicates magnetic heading of the airplane.

14.ROTATING COMPASS ROSE (HSI COMPASS CARD) - The

rotating compass rose turns as the heading of the airplane

changes. The magnetic heading of the airplane is under the

lubber line.

15.BEARING POINTER - Shows magnetic bearing to the station.

16.BEARING INFORMATION WINDOW - Shows the type of pointer

that is being used as the ADF bearing pointer. If ADF is not

shown, push the BRG1 or BRG2 softkey until ADF is shown.

FAA APPROVED

208BPHCUS-S9-00

U.S.

S9-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9

MODEL 208B 867 SHP

GARMIN G1000

OPERATING LIMITATIONS

Refer to Section

2 of the Pilot's Operating Handbook and FAA

Approved Flight Manual (POH/AFM).

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when the

Bendix/King KR 87 Automatic Direction Finder (ADF) is installed.

NORMAL PROCEDURES

TO OPERATE AS AN AUTOMATIC DIRECTION FINDER:

1. OFF/VOL Control

2. Frequency Selector Knobs

SELECT

(desired frequency in the standby frequency display)

3. FRQ Button

PUSH

(to move the desired frequency from the standby to the active

position)

4. ADF Selector Button (on audio control panel)

SELECT

(as desired)

5. OFF/VOL Control

SET

(to desired volume level and identify that desired station is being

received)

6. PFD Softkey

PUSH

(to show BRG1 and BRG2 softkeys)

7. BRG1 or BRG2 Softkey

PUSH

(push until ADF shows in Bearing Information Window)

8. ADF Button

SELECT ADF

(mode and note magnetic bearing on HSI)

(Continued Next Page)

FAA APPROVED

S9-8

U.S.

208BPHCUS-S9-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 9

GARMIN G1000

NORMAL PROCEDURES (Continued)

ADF TEST (PREFLIGHT or IN FLIGHT):

1. ADF Button

SELECT ANT

(mode and note pointer moves to 90° position)

2. ADF Button

SELECT ADF

Make sure pointer moves without hesitation to the station

bearing. Excessive pointer sluggishness, wavering or reversals

indicate a signal that is too weak or a system malfunction.

TO OPERATE BFO:

1. OFF/VOL Control

2. BFO Button

PRESS ON

3. ADF Selector Button (on audio control panel)

SET

(to desired mode)

4. VOL Control

ADJUST

(to desired listening level)

NOTE

A 1000-KHz tone and Morse Code identifier is heard in the

audio output when a CW signal is received.

TO OPERATE FLIGHT TIMER:

1. OFF/VOL Control

2. FLT/ET Mode Button

PRESS

(once or twice until FLT is annunciated)

Timer will already be counting since it is activated by turning the

unit on.

3. OFF/VOL Control

OFF then ON

(if it is desired to reset the flight timer)

(Continued Next Page)

FAA APPROVED

208BPHCUS-S9-00

U.S.

S9-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:

1. OFF/VOL Control

2. ADF Button

SELECT ANT MODE

3. Frequency Selector Knobs

SELECT

(desired frequency in the standby frequency display)

4. FRQ Button

PRESS

(to move the desired frequency from the standby to the active

position)

5. ADF Selector Button (on audio control panel)

SET

(to desired mode)

6. VOL Control

ADJUST

(to desired listening level)

TO OPERATE ELAPSED TIME TIMER-COUNT UP MODE:

1. OFF/VOL Control

2. FLT/ET Mode Button

PRESS

(once or twice until ET is annunciated)

3. SET/RST Button

PRESS

(momentarily to reset elapsed timer to zero)

NOTE

The Standby Frequency which is in memory while Flight

Time or Elapsed Time modes are being displayed may be

called back by pushing the FRQ button, then transferred to

active by pushing the FRQ button again.

(Continued Next Page)

FAA APPROVED

S9-10

U.S.

208BPHCUS-S9-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 208B 867 SHP

SUPPLEMENT 9

GARMIN G1000

NORMAL PROCEDURES (Continued)

TO OPERATE ELAPSED TIME TIMER COUNT DOWN

MODE:

1. OFF/VOL Control

2. FLT/ET Mode Button

PRESS

(once or twice until ET is annunciated)

3. SET/RST Button

PRESS

(until the ET annunciation begins to flash)

4. FREQUENCY SELECTOR KNOBS

SET

(desired time in the elapsed time display)

The small knob is pulled out to tune the 1's. The small knob is

pushed in to tune the 10's. The outer knob tunes minutes up to

59 minutes.

NOTE

Selector knobs remain in the time set mode for 15 seconds

after the last entry or until the SET/RST, FLT/ET or FRQ

button is pressed.

5. SET/RST Button

PRESS

(to start countdown)

When the timer reaches :00, it will start to count up as display

flashes for 15 seconds)

NOTE

While FLT or ET are displayed, the active frequency on the

left side of the window may be changed, by using the

frequency selector knobs, without any effect on the stored

standby frequency or the other modes.

(Continued Next Page)

FAA APPROVED

208BPHCUS-S9-00

U.S.

S9-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9

MODEL 208B 867 SHP

GARMIN G1000

NORMAL PROCEDURES (Continued)

ADF OPERATION NOTES:

ERRONEOUS ADF BEARING DUE TO RADIO FREQUENCY

PHENOMENA:

In the U.S., the Federal Communications Commission (FCC), which

assigns AM radio frequencies, occasionally will assign the same

frequency to more than one station in an area. Certain conditions, such

as Night Effect, may cause signals from such stations to overlap. This

should be taken into consideration when using AM broadcast stations

for navigation.

Sunspots and atmospheric phenomena may occasionally distort

reception so that signals from two stations on the same frequency will

overlap. For this reason, it is always wise to make positive identification

of the station being tuned, by switching the function selector to ANT

and listening for station call letters.

ELECTRICAL STORMS:

In the vicinity of electrical storms, an ADF indicator pointer tends to

swing from the station tuned toward the center of the storm.

NIGHT EFFECT:

This is a disturbance particularly strong just after sunset and just after

dawn. An ADF indicator pointer may swing erratically at these times. If

possible, tune to the most powerful station at the lowest frequency. If

this is not possible, take the average of pointer oscillations to determine

station bearing.

MOUNTAIN EFFECT:

Radio waves reflecting from the surface of mountains may cause the

pointer to fluctuate or show an erroneous bearing. This should be taken

into account when taking bearings over mountainous terrain.

COASTAL REFRACTION:

Radio waves may be refracted when passing from land to sea or when

moving parallel to the coastline. This also should be taken into account.

FAA APPROVED

S9-12

U.S.

208BPHCUS-S9-00

Cessna 208B Grand Caravan EX. Airplane Flight Manual (2012) - page 8