PCG

PILOT CLIENT GUIDE

Revision 0.9

Cessna
Caravan 208/208B/EX
G1000
 NOTICE
Textron Aviation Inc. materials in this training program have been reproduced
with permission and are copyrighted by Textron Aviation Inc.

These items are controlled by the U.S. Government and authorized for export only to
the country of ultimate destination for use by the ultimate consignee or end-user(s)
herein identified. They may not be resold, transferred, or otherwise disposed of, to
any other country or to any person other than the authorized ultimate consignee
or end-user(s), either in their original form or after being incorporated into other
items, without first obtaining approval from the U.S. government or as otherwise
authorized by U.S. law and regulations.

Publication History:

Original..................................... February 2014 Revision 0.5................................ January 2019

Revision 0.1.................................... April 2014 Revision 0.6..................................... May 2019
Revision 0.2........................... September 2014 Revision 0.7............................November 2019
Revision 0.3.................................. March 2017 Revision 0.8.................................... April 2021
Revision 0.4.............................. February 2018 Revision 0.9.............................. February 2022

Copyright © 2022 FlightSafety Textron Aviation Training, LLC. All Rights Reserved.
Unauthorized reproduction or distribution is prohibited.
 TABLE OF CONTENTS

CHAPTER 1 INITIAL TRAINING CURRICULUM

CHAPTER 2 RECURRENT TRAINING CURRICULUM

CHAPTER 3 REQUIRED KNOWLEDGE AREAS

CHAPTER 4 MEMORY ITEMS AND LIMITATIONS

CHAPTER 5 MANEUVERS AND PROCEDURES

CHAPTER 6 CREW RESOURCE MANAGEMENT

CHAPTER 7 HANDOUTS

CHAPTER 8 CAS MESSAGES

CHAPTER 9 SCHEMATICS
 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 1
INITIAL TRAINING CURRICULUM

CONTENTS

Page
INITIAL GROUND TRAINING CURRICULUM................................................................ 1-1
Summary/Overview........................................................................................................ 1-1
Technical/CRM Objectives.............................................................................................. 1-1
Equipment and Materials................................................................................................ 1-1
Completion Standards..................................................................................................... 1-1
INITIAL FLIGHT TRAINING CURRICULUM................................................................... 1-3
Summary/Overview........................................................................................................ 1-3
Prerequisites.................................................................................................................... 1-3
Technical/CRM Objectives.............................................................................................. 1-3
Equipment and Materials................................................................................................ 1-3
Completion Standards..................................................................................................... 1-4
Line Oriented Simulation Training.................................................................................. 1-4
INITIAL TRAINING SCHEDULE........................................................................................ 1-5

Revision 0.9 FOR TRAINING PURPOSES ONLY 1-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

INITIAL GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This course segment provides the knowledge necessary to understand the operation of aircraft sys-
tems, the use of the individual system controls, and the integration of aircraft systems with operational
procedures in preparation for the Flight Training Curriculum Segment. At the end of the Ground
Training Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft systems
and will be able to perform normal, abnormal, and emergency operating procedures to the appropri-
ate standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft performance,
as well as systems and aircraft limitations.

TECHNICAL/CRM OBJECTIVES
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice crew resource management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.

EQUIPMENT AND MATERIALS

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures,
and system descriptions used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
• Pilot's Operating Manual (POM) or Pilot's Operating Handbook (POH)—Manufacturer's
expanded system information referenced during normal system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is used for classroom
discussion during ground school training
• Instrument Panel Poster (IPP)—A visual reference of the aircraft's cockpit for familiarization of
the location of gauges, switches, etc.
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented in
a quick, flip format for ease of memorization and self-study

COMPLETION STANDARDS
The pilot must demonstrate required knowledge of aircraft systems, limitations, performance, and
flight planning by successfully completing a written examination with a minimum of 80% (FAA and
Foreign Non-EASA), corrected to 100%. EASA examinations are graded for each section with a
minimum of 75%, corrected to 100%.

Revision 0.9 FOR TRAINING PURPOSES ONLY 1-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

INITIAL FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules provide instruction to develop aircraft maneuvering skills with and with-
out the automatic flight control system. The pilot will become familiar and proficient in the use of
normal, abnormal, and emergency checklist procedures and standard operating procedures.

PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.

TECHNICAL/CRM OBJECTIVES
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew concept,
workload assessment, and time management.

EQUIPMENT AND MATERIALS

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations, procedures,
and system descriptions used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
• Pilot's Operating Manual (POM) or Pilot's Operating Handbook (POH)—Manufacturer's
expanded system information referenced as needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Instrument Panel Poster (IPP)—A visual reference of the aircraft's cockpit for familiarization of
the location of gauges, switches, etc.
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented in
a quick, flip format for ease of memorization and self-study
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics,
and exterior systems used during debriefing sessions

Revision 0.9 FOR TRAINING PURPOSES ONLY 1-3

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

COMPLETION STANDARDS
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a timely
and sequentially correct manner, and perform all the maneuvers and procedures in accordance with
the applicable Standards document.

LINE ORIENTED SIMULATION TRAINING

This training will facilitate transition from the fixed package of maneuvers in the flight simulator
module to crew-oriented flying. Pilots accomplishing all of their training/checking in a simulator
(100%) will complete Line Oriented Simulation Training (LOST).

1-4 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

INITIAL TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.

GROUND SCHOOL
TRAINING DAY
AIRCRAFT SYSTEMS GENERAL OPERATIONAL SUBJECTS
• AIRCRAFT GENERAL
• ELECTRICAL
• FUEL SYSTEM • CREW RESOURCE MANAGEMENT (CRM)/
1 • LANDING GEAR AND BRAKES SINGLE PILOT RESOURCE MANAGEMENT (SRM)
• FLIGHT CONTROLS • AIRCRAFT FLIGHT MANUAL (AFM)
• AVIONICS
(8 HOURS)
• AVIONICS
• POWERPLANT
• PROPELLER
• FIRE PROTECTION
2 • PNEUMATICS
• AIR CONDITIONING
• LIGHTING
(8 HOURS)
• PERFORMANCE AND FLIGHT PLANNING
• ICE AND RAIN PROTECTION • WEIGHT AND BALANCE
• AVIONICS • WINDSHEAR
3 • MASTER WARNING SYSTEM • FAR PART 91 REVIEW
(8 HOURS) • REVIEW
• EXAM

Continued on Next Page

Revision 0.9 FOR TRAINING PURPOSES ONLY 1-5

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

INITIAL TRAINING SCHEDULE (CONT.)

TRAINING DAY FLIGHT SIMULATOR TRAINING
SIMULATOR SESSION 1
0.5 HOUR BRIEF
1.0 HOUR SYSTEMS INTEGRATION TRAINING
4 2.0 HOURS SIMULATOR
0.5 HOUR DEBRIEF
(4 HOURS)
SIMULATOR SESSION 2
0.5 HOUR BRIEF
1.0 HOUR SYSTEMS INTEGRATION TRAINING
5 2.0 HOURS SIMULATOR
0.5 HOUR DEBRIEF
(4 HOURS)
SIMULATOR SESSION 3
0.5 HOUR BRIEF
1.0 HOUR SYSTEMS INTEGRATION TRAINING
6 2.0 HOURS SIMULATOR
0.5 HOUR DEBRIEF
(4 HOURS)
SIMULATOR SESSION 4
0.5 HOUR BRIEF
1.0 HOUR SYSTEMS INTEGRATION TRAINING
7 2.0 HOURS SIMULATOR
0.5 HOUR DEBRIEF
(4 HOURS)
SIMULATOR SESSION 5
0.5 HOUR BRIEF
OR 1.0 HOUR SYSTEMS INTEGRATION TRAINING
8 OR 1.0 HOUR ORAL EXAMINATION
2.0 HOURS SIMULATOR OR CHECKRIDE
0.5 HOUR DEBRIEF
(3 - 3.5 HOURS)

1-6 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 2
RECURRENT TRAINING CURRICULUM

CONTENTS

Page
RECURRENT GROUND TRAINING CURRICULUM....................................................... 2-1
Summary/Overview........................................................................................................ 2-1
Technical/CRM Objectives.............................................................................................. 2-1
Equipment and Materials................................................................................................ 2-1
Completion Standards..................................................................................................... 2-1
RECURRENT FLIGHT TRAINING CURRICULUM.......................................................... 2-3
Summary/Overview........................................................................................................ 2-3
Prerequisites.................................................................................................................... 2-3
Technical/CRM Objectives.............................................................................................. 2-3
Equipment and Materials................................................................................................ 2-3
Completion Standards..................................................................................................... 2-3
RECURRENT TRAINING SCHEDULE............................................................................... 2-5

Revision 0.9 FOR TRAINING PURPOSES ONLY 2-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

RECURRENT GROUND TRAINING CURRICULUM

SUMMARY/OVERVIEW
This course segment provides the knowledge necessary to understand the operation of aircraft sys-
tems, the use of the individual system controls, and the integration of aircraft systems with operational
procedures in preparation for the Flight Training Curriculum Segment. At the end of the Ground
Training Curriculum Segment the pilot will be able to locate, identify, and operate all aircraft systems
and will be able to perform normal, abnormal, and emergency operating procedures to the appropri-
ate standard. Additionally, the pilot will be able to demonstrate knowledge of aircraft performance,
as well as systems and aircraft limitations.

TECHNICAL/CRM OBJECTIVES
Each day, the instructor will cover topics from the materials listed below. Reading assignments will
be given for the following day. Pilots will discuss and practice crew resource management (CRM)
elements during the integration process including, but not limited to situational awareness and the
error chain, crew concept, workload assessment, and time management.

EQUIPMENT AND MATERIALS

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during ground school
• Pilot Checklist—Quick reference used during Normal/Abnormal/Emergency system discussion
• Pilot's Operating Manual (POM) or Pilot's Operating Handbook (POH)—Manufacturer's
expanded system information referenced during normal system discussion
• Pilot Training Manual (PTM)—A supplement, organized by systems, that is used for classroom
discussion during ground school training
• Instrument Panel Poster (IPP)—A visual reference of the aircraft cockpit for familiarization of
the location of gauges, switches, etc.
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards—A summarized list of aircraft limitations and memory items presented in
a quick, flip format for ease of memorization and self-study
• Pilot Recurrent Flight Plan Guide—Collection of select charts and flight plans used as needed
during ground training

COMPLETION STANDARDS
The pilot must demonstrate adequate knowledge of the aircraft systems, limitations, performance,
and flight planning by successfully completing a written examination with a minimum of 80%.

Revision 0.9 FOR TRAINING PURPOSES ONLY 2-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

RECURRENT FLIGHT TRAINING CURRICULUM

SUMMARY/OVERVIEW
Simulator training modules provide instruction to develop aircraft maneuvering skills with and with-
out the automatic flight control system. The pilot will become familiar and proficient in the use of
normal, abnormal, and emergency checklist procedures and standard operating procedures.

PREREQUISITES
Review and understand aircraft normal procedures checklists, memory items, and limitations prior
to simulator training.

TECHNICAL/CRM OBJECTIVES
Pilots will discuss and demonstrate elements of crew resource management (CRM) during the flight
training process including, but not limited to situational awareness and the error chain, crew concept,
workload assessment, and time management.

EQUIPMENT AND MATERIALS

• Airplane Flight Manual (AFM)—Primary reference for manufacturer limitations and procedures
used during briefing and debriefing sessions
• Pilot Checklist—Quick reference used during all Normal/Abnormal/Emergency operations
• Pilot's Operating Manual (POM) or Pilot's Operating Handbook (POH)—Manufacturer's
expanded system information referenced as needed during briefing and debriefing sessions
• Pilot Training Manual (PTM)—FlightSafety system discussion used as needed during briefing
and debriefing sessions
• Instrument Panel Poster (IPP)—A visual reference of the aircraft cockpit for familiarization of
the location of gauges, switches, etc.
• Client Guide—FlightSafety overall course structure and schedule for initial and recurrent
training that includes select aircraft information used for self-study and reference
• Memory Flashcards— A summarized list of aircraft limitations and memory items presented in
a quick, flip format for ease of memorization and self-study
• SimVu—FlightSafety simulator recording system displaying aircraft cockpit, audio, avionics,
and exterior systems used during debriefing sessions

COMPLETION STANDARDS
The pilot must demonstrate normal, abnormal, and emergency procedures and checklists in a timely
and sequentially correct manner, and perform all the maneuvers and procedures in accordance with
the applicable Standards document.

Revision 0.9 FOR TRAINING PURPOSES ONLY 2-3

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

RECURRENT TRAINING SCHEDULE

These schedules represent a general guide for what to expect during training. All subjects listed will
be covered, but the order of content is at the instructor's discretion based on client/instructor need.

TRAINING DAY GROUND SCHOOL SIMULATOR

• CREW RESOURCE MANAGEMENT (CRM) /
SINGLE PILOT RESOURCE MANAGEMENT (SRM)
• AIRCRAFT FLIGHT MANUAL (AFM) SIMULATOR SESSION 1
• AIRCRAFT GENERAL 1.0 HOUR SYSTEMS INTEGRATION
• AVIONICS AFCS 0.5 HOUR BRIEF
1 • FIRE PROTECTION 2.0 HOURS SIMULATOR
• ICE AND RAIN PROTECTION 0.5 HOUR DEBRIEF
• POWERPLANT
• PROPELLER (4 HOURS)

(4.5 HOURS)
• LANDING GEAR AND BRAKES
• ELECTRICAL SYSTEM
• LIGHTING SIMULATOR SESSION 2
• OXYGEN 1.0 HOUR SYSTEMS INTEGRATION
• AVIONICS—NAVIGATION 0.5 HOUR BRIEF
2 • FUEL SYSTEM 2.0 HOURS SIMULATOR
• FLIGHT CONTROLS 0.5 HOUR DEBRIEF
• AIR CONDITIONING
• PNEUMATICS (4 HOURS)

(4.5 HOURS)
• FAR PART 91 REVIEW (AS APPLICABLE)
• MASTER WARNING SYSTEM
SIMULATOR SESSION 3
• WEIGHT AND BALANCE
0.5 HOUR SIMULATOR BRIEF
• PERFORMANCE
OR 1.0 HOUR ORAL EXAMINATION
• FLIGHT PLANNING
3 2.0 HOURS SIMULATOR
• LANDING GEAR AND BRAKES
OR CHECKRIDE
• WINDSHEAR
0.5 HOUR DEBRIEF
• AVIONICS—HAZARD AVOIDANCE
• REVIEW AND WRITTEN EXAMINATION (3.0 - 3.5 HOURS)
(4 HOURS)

Revision 0.9 FOR TRAINING PURPOSES ONLY 2-5

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 3
REQUIRED KNOWLEDGE AREAS

CONTENTS

Page
CARAVAN EX REQUIRED KNOWLEDGE AREAS (RKAs)............................................ 3-1
Aircraft General............................................................................................................... 3-1
Electrical.......................................................................................................................... 3-1
Lighting........................................................................................................................... 3-1
Master Warning/Warning Systems.................................................................................. 3-2
Fuel.................................................................................................................................. 3-2
Powerplant....................................................................................................................... 3-2
Fire Protection/Fire Warning........................................................................................... 3-3
Pneumatics...................................................................................................................... 3-3
Ice and Rain Protection................................................................................................... 3-3
Air Conditioning............................................................................................................. 3-4
Landing Gear and Brakes................................................................................................ 3-4
Flight Controls................................................................................................................. 3-4
Avionics........................................................................................................................... 3-4
Avionics for G1000 NXi................................................................................................. 3-5
Oxygen............................................................................................................................ 3-5
Propellers......................................................................................................................... 3-6
General Limitations......................................................................................................... 3-6
Engine Limitations.......................................................................................................... 3-6
System Limitations.......................................................................................................... 3-6
Minimum Equipment List (MEL)................................................................................... 3-6
Emergency Procedures.................................................................................................... 3-7
Performance, Flight Planning, and Monitoring............................................................... 3-7
Weight and Balance......................................................................................................... 3-7
Servicing on Ground....................................................................................................... 3-7

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CARAVAN 208/208B REQUIRED KNOWLEDGE AREAS (RKAs).................................. 3-9

Aircraft General............................................................................................................... 3-9
Electrical.......................................................................................................................... 3-9
Lighting........................................................................................................................... 3-9
Master Warning/Warning Systems................................................................................ 3-10
Fuel................................................................................................................................ 3-10
Powerplant..................................................................................................................... 3-10
Fire Protection/Fire Warning......................................................................................... 3-11
Pneumatics.................................................................................................................... 3-11
Ice and Rain Protection................................................................................................. 3-11
Air Conditioning........................................................................................................... 3-11
Landing Gear and Brakes.............................................................................................. 3-11
Flight Controls............................................................................................................... 3-12
Avionics......................................................................................................................... 3-12
Avionics for G1000 NXi............................................................................................... 3-13
Oxygen.......................................................................................................................... 3-13
Propellers....................................................................................................................... 3-13
General Limitations....................................................................................................... 3-13
Engine Limitations........................................................................................................ 3-14
System Limitations........................................................................................................ 3-14
Minimum Equipment List (MEL)................................................................................. 3-14
Emergency Procedures.................................................................................................. 3-14
Special Requirements for Glass Cockpit Aircraft—EFIS............................................. 3-15
Performance, Flight Planning, and Monitoring............................................................. 3-15
Weight and Balance....................................................................................................... 3-15
Servicing on Ground..................................................................................................... 3-15

3-ii FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CARAVAN EX
REQUIRED KNOWLEDGE AREAS (RKAs)
The required knowledge areas represent what each pilot should know and understand prior to
completion of training. These are divided into subject matter areas following the course curriculum and
will assist with the study process. Although this list contains the most critical areas of concentration,
it is only a basic guide and not intended to replace a comprehensive study of the course materials.

AIRCRAFT GENERAL
1. If a flight into known or forecast icing 4. Illumination of the red VOLTAGE LOW CAS
is planned, the pilot should, during the message indicates electrical system bus voltage
exterior walkaround, verify that the pitot- is less than 24.5 volts after engine start and that
static tube(s) and stall warning are warm to power is being supplied from the battery.
the touch after turning the switches on for
5. Illumination of the red VOLTAGE HIGH
30 seconds while performing the Cockpit
CAS message indicates that electrical
portion of the preflight.
system bus voltage is greater than 32.0 volts.
2. The C-208B EX engine model number is a
6. For an engine start using a ground power
PT6A-140.
unit (GPU), the required GPU voltage
3. 25,000 feet is the maximum operating altitude. parameters are 24–28.5 volts and the
4. It is recommended that the oil level be required GPU amperage parameters are
checked either within ten minutes after engine 800–1,700 amps.
shutdown while the oil is hot (MAX HOT 7. The minimum battery voltage to perform a
marking) or prior to the first flight of the day start using a ground power unit is 20 volts.
while the oil is cold (MAX COLD marking)
to obtain an accurate oil level reading. LIGHTING
ELECTRICAL 1. A small amber light on the switch panel
forward of the standby power switch
1. It is not authorized to perform a battery start illuminates to alert the pilot that the standby
with the red VOLTAGE LOW CAS message power switch has been left in the ON
illuminated. position after engine shutdown.
2. If the amber GENERATOR AMPS CAS 2. The maximum time limit for ground
message illuminates in the C-208B EX with a operations is 30 minutes if the OAT is 38-
standard starter-generator, the generator output 46°C with both deck skin fans inoperative.
is less than –10 or greater than 200 amps.
3. The hot battery bus energizes the amber
3. 24 volts is the minimum battery voltage
STBY PWR LED.
during a battery start.
4. The courtesy lights are available when the
battery is connected and the BATTERY
switch is in the OFF position.

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

MASTER WARNING/WARNING 6. Vent lines on the trailing edge of each wingtip

SYSTEMS provide ventilation for the fuel system.
1. When an amber CAS message illuminates, 7. The fuel boost pump provides fuel flow
it will give a single chime aural alert. during engine start and also in the event of a
failure of the main ejector pump.
2. An amber DOOR UNLATCHED CAS
message illuminates if the upper half of the 8. The C-208B EX is not permitted to utilize
airstair door or upper half of the cargo door is Avgas fuel.
not closed properly. The appropriate action is 9. Prior to each flight, check the red fuel filter
to complete the Emergency Checklist; slow bypass pop-up indicator.
to 100 KIAS or slower and select flaps full.
10. If the FUEL PRESS LOW CAS message
3. To display additional information regarding illuminates, it could be caused by a leak or
CAS messages and silence an associated aural blockage in the fuel line.
alert, press the ALERTS softkey on the PFD.
4. The ALERTS softkey on the PFD can be POWERPLANT
pressed to silence an aural chime associated 1. The amber STARTER ON CAS message
with a red CAS message. extinguishes during a normal start when
5. At 5-10 knots prior to stall, the stall horn 46% Ng is exceeded.
sounds. 2. The combustion chamber contains 2 spark
igniters.
FUEL 3. If blue dye is found leaking from the fuel
1. Illumination of the red RSVR FUEL LOW control unit, its source is the junction of
CAS message indicates that there is sufficient the Ng governor and the engine-driven
fuel in the reservoir for approximately 1.5 fuel pump. An impending failure of the Ng
minutes at maximum continuous power. governor is indicated.
2. The red FUEL SELECT OFF and amber 4. Illumination of the amber CHIP DETECT
L FUEL LOW CAS messages illuminate, CAS message, along with erratic torque
a continuous chime occurs, and one fuel readings, indicates that metal chips have
warning horn sounds if the right fuel selector been detected in the reduction gearbox.
is in the OFF position and there is less than
5. The torque limiter reduces fuel flow to limit
25 gallons in the left fuel tank.
the torque to 2,500 ft-lb to prevent an over-
3. To prevent pump cavitation in low fuel torque of the engine.
situations, the fuel reservoir is used to
6. LOW IDLE Ng is 55%.
maintain a supply of fuel around the ejector
pump and boost pump. 7. HIGH IDLE (flight idle) Ng is 65%.
4. Excluding the reservoir, 332 U.S. gallons is 8. Oil pressure less than 40 psi will cause
the total usable fuel capacity. the red OIL PRESS LOW CAS message
to illuminate.
5. During engine shutdown, unused fuel
remaining the fuel manifold is routed to an 9. The prop lever must be set to MAX full
ecology tank. forward for takeoff and landing.

3-2 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

10. According to the After Landing Checklist, PNEUMATICS

the condition lever should be placed to LOW
1. An orange low-vacuum warning flag
IDLE. In the event that it is inadvertently
(GYRO) appears on the standby attitude
placed to CUTOFF, allow the engine to
indicator if the aircraft loses vacuum suction.
complete the shutdown process before
attempting to restart the engine. 2. The standby attitude indicator will become
unreliable if a failure of the vacuum system
11. If the emergency power lever is out of its
occurs.
normal, stowed position prior to and during
engine start, the red EMERG PWR LVR 3. The system may overheat and automatically
CAS message will illuminate. shut down if the mixing air knob remains in
the GND-PULL position for flight.
12. 825°C is the maximum ITT during climb.
4. Cabin heat utilizes compressed engine bleed
13. 700°C is the maximum ITT during ground
air (P3).
operations at LOW IDLE.
14. 867 is the maximum rated shaft horsepower. ICE AND RAIN PROTECTION
15. 2,397 ft-lb is the maximum rated torque. 1. The minimum quantity allowed in the
16. While performing the engine clearing TKS tank for dispatch into known icing
procedure after an abnormal start, the conditions is 11.7 gallons.
ignition should be OFF. 2. Only TKS fluid may be used in the TKS tank.
17. With takeoff power set, it is only acceptable 3. 20.8 gallons is the maximum capacity of
to have an ITT reading between 825-850° for the TKS fluid tank.
five minutes.
4. 95 KIAS is the minimum airspeed for
FIRE PROTECTION/FIRE operations in icing conditions with a fully
WARNING functional TKS ice protection system
operating and flaps up.
1. Pull out the CABIN HEAT FIRE WALL
5. The TKS fluid reservoir is found between
SHUT OFF knob if an in-flight engine
cargo pods B and C. For non-cargo-pod
compartment fire is suspected. The fireproof
equipped aircraft, it is found in the fairing.
wall provides the primary means of fire
protection for the passengers and crew. 6. Checking the sight gauge on the TKS tank
during the exterior preflight is the approved
2. When an excessive temperature condition
procedure for assuring there is sufficient fluid
has been sensed and/or a fire has occurred,
in the tank prior to flight into icing conditions.
the red ENGINE FIRE CAS message
illuminates and a repeating chime sounds. 7. Type I fluid is an approved method for
ground deicing.
3. To operate the portable fire extinguisher,
loosen the retaining clamp, remove the
extinguisher from its bracket, hold it upright,
pull the operating lever lock pin, and press
the lever. Anytime the extinguisher is used,
it must be recharged.

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-3

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

AIR CONDITIONING FLIGHT CONTROLS

1. To maintain acceptable ITT, advance the 1. Operation of the primary flight controls is
condition lever toward HIGH IDLE if the through manual inputs to mechanical linkages.
ITT exceeds 700°C at idle when using the 2. Aileron roll control is assisted by the
air conditioning during ground operations. spoilers, which are forward of the leading
2. A compass deviation of more than 10 degrees edge of the flaps.
may occur with operation of the air conditioner. 3. In the cabin, the rudder gust lock is disengaged
3. An engine to belt-driven compressor by pulling aft on the pilot control wheel.
circulates refrigerant through the air
4. Aileron trimming is actuated by a trimmable
conditioning system.
servo tab attached to the right aileron.
4. If the propeller is maintained in the Beta
range for an extended time period during AVIONICS
ground operations, the air conditioning
system may automatically disengage. 1. By pressing the go-around button on the
power lever during an approach, the GPS will
5. When operating the air conditioning system sequence to the missed approach segment,
on the ground, the minimum allowable Ng provided the approach procedure is loaded in
is 55%. (54% for the Caravan and Grand the flight plan.
Caravan).
2. The weather radar should not be operated
6. The air conditioning must be OFF for in transmitting mode when personnel or
takeoff and landing when takeoff torque objects are within the MPEL area.
settings are below 2,397 ft-lb.
3. The VNV softkey must be pressed within
five minutes of reaching the top of descent
LANDING GEAR AND BRAKES
for VPTH mode to capture.
1. If the frangible block on the nose gear is 4. A COM radio will automatically be tuned to
sheared off, it indicates that during towing,
121.5 in the event of a tuning failure.
the nose wheel steering limits were exceeded.
5. Below 400 ft AGL, raw data ILS approaches
2. An oil-filled shock strut and spring-steel drag are prohibited.
link provide nose gear shock absorption.
6. Disengage the autopilot below 200 feet AGL
3. The brake fluid reservoir is on the left side for approach operations and below 800 feet
of the engine compartment forward of the AGL for all other operations.
firewall.
7. On the torque gauge, the dynamic redline
4. The brakes are hydraulically operated. represents Takeoff Power below 16,000 feet
5. Damage may occur to the nose gear if MSL and Max Rated Power above 16,000
towing limits are exceeded. feet MSL.
6. Weak braking action, soft or spongy brake 8. On the AFCS mode controller, the XFR key
pedals, or noisy brakes may be indications is used to determine which flight director
of an impending brake failure. the autopilot will follow.

3-4 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

9. The AP DISC switch disengages the AVIONICS FOR G1000 NXi

autopilot, yaw damper, and interrupts pitch
trim operation. 1. Illumination of the BOTH ON AHRS2
annunciator message indicates failure of the
10. Two GIA63W Integrated Avionics Units are primary AHRS or manual reversion.
installed.
2. Illumination of the IAS miscompare with
11. If a GEA or GIA fails, some CAS messages yellow text on a black background indicates
are inhibited. one or both sensed values are unavailable.
12. It is prohibited to use the autopilot at speeds 3. An amber IAS annunciation indicates an
above 175 KIAS and below 80 KIAS. airspeed miscompare between air data
13. An LOI indication appears on the HSI when computers.
there is a dual GPS failure. 4. Fuel calculations reflect user input and are not
14. Initial illumination of the amber BELOW directly indicative of fuel quantity.
ICING MIN SPD annunciator causes the 5. SurfaceWatch™ information does not
autopilot to disengage. regard NOTAM or ATIS information when
15. In order to use the VNV function of the generating visual and aural alerts.
autopilot, there must be an altitude entered 6. Visual approaches loaded through the G1000
in the ALT column of the FPL page. do not guarantee obstacle or terrain clearance.
16. White CAS messages are not accompanied 7. If transponders fail or if a transponder is
by an aural alert. unable to transmit ADS-B out information,
17. Air pressure to the #2 ADC is supplied by an amber CAS message appears.
the right pitot-static system. Air pressure
to the #1 ADC, standby airspeed indicator, OXYGEN
and standby altimeter is supplied by the left
pitot-static system. 1. The oxygen cylinder filler valve is in the right
side of the tail section behind a cover plate.
18. If ATC issues vectors for an approach after a
full procedure has been loaded, press PROC, 2. The fuselage tail cone contains the oxygen
select ACTIVATE VECTOR TO FINAL. cylinder.
3. The oxygen pressure gauge is near the fuel
selectors, between the pilot and copilot seats,
on the overhead panel.
4. Use the Oxygen Duration Chart in the
supplement to calculate whether the amount
of oxygen in the oxygen bottle is acceptable
for dispatch.

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-5

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

PROPELLERS SYSTEM LIMITATIONS

1. The overspeed governor will maintain 1. Maximum fuel imbalance in flight is 200
2,014 rpm if the propeller rpm is set to pounds.
be governed at 1,900 rpm and the normal 2. Maximum allowable time for a full rudder
propeller governor fails. side slip is three minutes.
2. The reversing linkage will be damaged if
3. With flaps set to TO/APR, the maximum
the power lever is moved full aft to BETA/
speed is 150 KIAS.
REVERSE with the engine shut down.
4. For all instrument approaches, propeller
3. On the ground, maximum reverse operations
rpm must be 1,900.
are limited to one minute.
4. To prevent damage to the propeller blades, 5. Maximum output of the standby power
terminate reverse operations at 25 KIAS system is 75 amps.
during the landing ground roll. 6. 46°C is the maximum outside air temperature
5. When testing the overspeed governor, for ground operations with both deck skin
propeller rpm should be 1,765 ± 35. fans inoperative.

GENERAL LIMITATIONS MINIMUM EQUIPMENT LIST (MEL)

1. 8,500 pounds is the maximum allowable 1. If the pilot finds the two most outboard static
landing weight. wicks are missing on a wing during the
preflight inspection, the static wick that is
2. Maximum ramp weight is 8,842 pounds; the most outboard must be replaced before
this includes an allowance of 35 pounds of the aircraft can be dispatched.
fuel for engine start, taxi, and runup.
2. The OAT indicator is required to be
3. 8,807 pounds is maximum allowable operational for all flights.
takeoff weight.
3. For icing conditions, the wing ice-inspection
4. Flaps should be up at takeoff when type II,
light is required.
III, or IV anti-ice fluid has been applied.
4. For flight into icing conditions, the standby
5. Maximum operating altitude is 20,000 feet
alternator must be operational.
in icing conditions.

ENGINE LIMITATIONS
1. Maximum allowable ITT for engine start is
1,090°C for two seconds.
2. Maximum allowable ITT for cruise is 805°C.
3. Maximum allowable ITT for takeoff is 850°C.
4. When using the emergency power lever, the
minimum in-flight gas generator speed is
65% Ng.

3-6 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

EMERGENCY PROCEDURES PERFORMANCE, FLIGHT

1. With an engine failure immediately after
PLANNING, AND MONITORING
takeoff, the best glide speed is 90 KIAS. Based on a set of conditions, be able to determine
2. The maximum speed for asymmetric flap the following:
extension is 100 KIAS. • Takeoff Performance
3. Perform the following actions if the amber ◦ Whether to reject or continue a takeoff
STARTER ON CAS message illuminates ◦ Maximum engine torque for takeoff
after a normal engine start with the START
◦ Ground roll
switch OFF:
◦ Distance to clear a 50-foot obstacle
Battery...................................................OFF
External Power Unit......OFF then Disengage • Cruise Performance
Fuel Condition Lever.....................CUTOFF ◦ Fuel flow at Maximum Cruise Power
◦ Torque setting for Maximum Cruise Torque
4. The initial target glide speed with an engine
failure in flight is 95 KIAS. ◦ Torque setting for Maximum (Best) Range

5. After being pulled to the BYPASS position ◦ Range (Distance) at Maximum Cruise Power
for icing conditions, the inertial separator ◦ Endurance at Maximum Cruise Power
may be returned to the NORMAL position ◦ Endurance at Maximum Range Power
after completing a visual inspection.
◦ Distance at Maximum Cruise Power
6. The minimum Ng required to initiate a
flameout recovery by pulling the power lever ◦ Distance at Maximum Range Power
to IDLE and turning the ignition ON is 50%. ◦ True Airspeed at Maximum Cruise Power
7. The red ENGINE FIRE CAS message
illuminates in flight and fire is confirmed. WEIGHT AND BALANCE
The POH memory items are: Based on a set of conditions, be able to determine
POWER Lever.....................................IDLE the following:
PROP RPM Lever........................FEATHER • Aircraft is within CG limitations
FUEL CONDITION Lever............CUTOFF
• Aircraft is within weight limitations
FUEL/OIL SHUTOFF Knob......PULL OFF
• Aircraft takeoff weight
CABIN HEAT FIREWALL
SHUTOFF Knob........................PULL OFF
SERVICING ON GROUND
8. When inadvertent icing is encountered, the
first item to accomplish is to turn on the 1. Consult Section 8 of the POH when
ignition switch. determining the correct fluid to service the
nose gear shock strut and brake system.
2. The propeller blades or control surfaces are
not a safe place to push or pull when towing
the aircraft by hand.

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-7

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CARAVAN 208/208B
REQUIRED KNOWLEDGE AREAS (RKAs)
The required knowledge areas represent what each pilot should know and understand prior to completion
of training. These are divided into subject matter areas following the course curriculum, and will
assist with the study process. Although this list contains the most critical areas of concentration, it is
only a basic guide and not intended to replace a comprehensive study of the course materials.

AIRCRAFT GENERAL
1. The use of 100LL aviation gasoline is 5. The minimum battery voltage to perform a
allowed during an emergency situation— start using a ground power unit is 20 volts.
either as 100% Avgas or as a mixture of
6. Illumination of the red VOLTAGE LOW CAS
three parts Jet A and one part Avgas.
message indicates electrical system bus voltage
2. 25,000 feet is the maximum operating altitude. is 24.5 volts or less after engine start and that
3. The capacity of total usable fuel is 332 U.S. power is being supplied from the battery.
gallons in the C208B. 7. Illumination of the red VOLTAGE HIGH
4. The Cessna Caravan wingspan is CAS message indicates that electrical
approximately 52 feet. system bus voltage is greater than 32.0 volts.

ELECTRICAL LIGHTING
1. A small amber light on the switch panel
1. A BATTERY start may be accomplished
forward of the STBY ALT PWR switch
when the red VOLTAGE LOW CAS message
illuminates to alert the pilot that the switch
is illuminated if there is a minimum battery
has been left in the ON position after engine
voltage of 24.
shutdown.
2. In a standard equipped C208B, illumination
2. The maximum time limit for ground
of the amber GENERATOR AMPS CAS
operations is 30 minutes if the OAT is 38-
message indicates that generator output is
46°C and both deck skin fans are inoperative.
less than –10 or greater than 200 amps.
3. The hot battery bus energizes the amber
3. For an engine start using a ground power
STBY PWR LED.
unit (GPU), the required GPU voltage
parameters are 24–28.5 volts and the 4. The left wing only is illuminated by the
required GPU amperage parameters are wing ice inspection light.
800–1,700 amps. 5. The courtesy lights are available when the
4. 24 volts is the minimum battery voltage battery is connected and the BATTERY
during a battery start. switch is in the OFF position.

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

MASTER WARNING/WARNING 7. If the FUEL PRESS LOW CAS message

SYSTEMS illuminates, it could be caused by a leak or
blockage in the fuel line.
1. When an amber CAS message illuminates,
it will give a single chime aural alert. 8. The red FUEL SELECT OFF and amber
L FUEL LOW CAS messages illuminate,
2. An amber DOOR UNLATCHED CAS a continuous chime occurs, and one fuel
message illuminates if the upper half of warning horn sounds if the right fuel selector
the passenger door or upper half of the is in the OFF position and there is less than
cargo loading door is not closed properly. 25 gallons in the left fuel tank.
The appropriate action is to complete the
Emergency Checklist; slow to 100 KIAS or
POWERPLANT
slower and select flaps full.
1. The amber STARTER ON CAS message
3. To display additional information regarding
extinguishes during a normal start when
CAS messages and silence an associated aural
46% Ng is exceeded.
alert, press the ALERTS softkey on the PFD.
2. HIGH IDLE (flight idle) Ng is 65%.
4. The ALERTS softkey on the PFD can be
pressed to silence an aural chime associated 3. The combustion chamber contains 2 spark
with a red CAS message. igniters.
5. At 5-10 knots prior to stall, the stall horn 4. If blue dye is found leaking from the fuel
sounds. control unit, its source is the junction of the
Ng governor and the engine-driven fuel pump.
FUEL 5. Illumination of the amber CHIP DETECT
1. Illumination of the red RSVR FUEL LOW CAS message indicates that metal chips are
CAS message indicates that there is sufficient detected in the reduction section.
fuel in the reservoir for approximately 1.5 6. Oil pressure less than 40 psi will cause
minutes at maximum continuous power. the red OIL PRESS LOW CAS message
2. The red fuel filter bypass indicator will pop to illuminate.
up approximately one inch on the top of 7. According to the After Landing Checklist,
the fuel filter to alert the pilot concerning the condition lever should be placed to LOW
contamination of the fuel filter. IDLE. In the event that it is inadvertently
3. To prevent pump cavitation in low fuel placed to CUTOFF, allow the engine to
situations, the fuel reservoir is used to complete the shutdown process before
maintain a supply of fuel around the ejector attempting to restart the engine.
pump and boost pump. 8. Illumination of the red EMERG PWR LVR
4. Vent lines on the trailing edge of each wingtip CAS message indicates that the emergency
provide ventilation for the fuel system. power lever is unstowed and the engine is
not running.
5. The fuel boost pump provides fuel flow
during engine start and also in the event of a 9. 675 shaft horsepower is the maximum rated
failure of the main ejector pump. horsepower of the PT6A-114A engine on
the C208B under normal flight conditions.
6. Check the red pop-up fuel filter bypass
indicator pre-flight and post-flight.

3-10 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

FIRE PROTECTION/FIRE 3. Prior to flight into icing conditions, check

WARNING the TKS fluid quantity on the sight gage.

1. To operate the portable fire extinguisher, 4. If a flight into known or forecast icing
loosen the retaining clamp, remove the is planned, the pilot should, during the
extinguisher from its bracket, hold it upright, exterior walkaround, verify that the pitot-
pull the operating lever lock pin, and press static tube(s) and stall warning are warm to
the lever. Anytime the extinguisher is used, the touch after turning the switches on for
it must be recharged. 30 seconds while performing the Cockpit
portion of the preflight.
2. When an excessive temperature condition
has been sensed and/or a fire has occurred, 5. The TKS fluid reservoir is found between
the red ENGINE FIRE CAS message cargo pods B and C. For non-cargo-pod
illuminates and a repeating chime sounds. equipped aircraft, it is found in the fairing.
6. 20.8 gallons is the maximum capacity of the
3. Pull out the CABIN HEAT FIRE WALL
TKS fluid tank on the C208B with the cargo
SHUT OFF knob if an in-flight engine
pod installed.
compartment fire is suspected. The fireproof
wall provides the primary means of fire
protection for the passengers and crew. AIR CONDITIONING
1. Advance the condition lever toward HIGH
PNEUMATICS IDLE if the ITT exceeds 685°C when using
the air conditioning during ground operations.
1. The standby attitude indicator will become
unreliable if a failure of the vacuum 2. A compass deviation of more than 10 degrees
system occurs. may occur with operation of the air conditioner.
2. An orange low-vacuum warning flag 3. An engine to belt-driven mechanical
(GYRO) appears on the standby attitude compressor circulates refrigerant through
indicator if the aircraft loses vacuum suction. the air conditioning system.

3. The system may overheat and automatically 4. When operating the air conditioning system
shut down if the mixing air knob remains in on the ground, the minimum allowable Ng
the GND-PULL position for flight. is 54% (55% for the Caravan EX).

4. Cabin heat utilizes compressed engine bleed LANDING GEAR AND BRAKES
air (P3).
1. If the nose gear towing limits are exceeded,
ICE AND RAIN PROTECTION damage to the nose gear may occur.
2. If the frangible block on the nose gear is
1. The minimum quantity allowed in the sheared off, it indicates that during towing,
TKS tank for dispatch into known icing the nose wheel steering limits were exceeded.
conditions is 11.7 gallons.
3. An oil-filled shock strut and spring-steel drag
2. Only TKS fluid may be used in the TKS tank. link provide nose gear shock absorption.

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-11

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

4. The brake fluid reservoir is on the left side of the 6. Disengage the autopilot below 200 feet AGL
engine compartment forward of the firewall. for approach operations and below 800 feet
5. The brakes are hydraulically operated. AGL for all other operations.
6. Weak braking action, soft or spongy brake 8. On the AFCS mode controller, the XFR key
pedals, or noisy brakes may be indications is used to determine which flight director
of an impending brake failure. the autopilot will follow.
9. The AP DISC switch disengages the
FLIGHT CONTROLS autopilot, yaw damper, and interrupts pitch
1. Operation of the primary flight controls is trim operation.
through manual inputs to mechanical linkages. 10. Two GIA63W Integrated Avionics Units are
2. 125 KIAS with Flaps 30 is the maximum installed.
flap extension speed for the C208B.
11. If a GEA or GIA fails, some CAS messages
3. Aileron roll control is assisted by the are inhibited.
spoilers, which are forward of the leading
edge of the flaps. 12. It is prohibited to use the autopilot at speeds
above 175 KIAS and below 80 KIAS.
4. In the cabin, the rudder gust lock can be released
by pulling aft on the pilot control wheel. 13. An LOI indication appears on the HSI when
there is a dual GPS failure.
5. To prevent damage, release the UP/DOWN
switch for the standby flap system before 14. Initial illumination of the amber BELOW
the flaps reach their travel limit. ICING MIN SPD annunciator causes the
6. There is no dynamic braking for the standby autopilot to disengage.
flap motor. 15. In order to use the VNV function of the
autopilot, there must be an altitude entered
AVIONICS in the ALT column of the FPL page.
1. By pressing the go-around button on the 16. White CAS messages are not accompanied
power lever during an approach, the GPS will by an aural alert.
sequence to the missed approach segment, 17. Air pressure to the #2 ADC is supplied by
provided the approach procedure is loaded in the right pitot-static system. Air pressure
the flight plan. to the #1 ADC, standby airspeed indicator,
2. The weather radar should not be operated and standby altimeter is supplied by the left
in transmitting mode when personnel or pitot-static system.
objects are within the MPEL area. 18. If ATC issues vectors for an approach after a
3. The VNV softkey must be pressed within full procedure has been loaded, press PROC,
five minutes of reaching the top of descent select ACTIVATE VECTOR TO FINAL.
for VPTH mode to capture.
4. A COM radio will automatically be tuned to
121.5 in the event of a tuning failure.
5. Below 400 ft AGL, raw data ILS approaches
are prohibited.

3-12 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

AVIONICS FOR G1000 NXi PROPELLERS

1. Illumination of the BOTH ON AHRS2 1. The overspeed governor will maintain
annunciator message indicates failure of the 2,014 rpm if the propeller rpm is set to
primary AHRS or manual reversion. be governed at 1,900 rpm and the normal
propeller governor fails.
2. Illumination of the IAS miscompare with
black text on a white background indicates 2. The reversing linkage will be damaged if
one or both sensed values are unavailable. the power lever is moved full aft to BETA/
REVERSE with the engine shut down.
3. An amber IAS annunciation indicates an
airspeed miscompare between air data 3. When testing the overspeed governor,
computers. propeller rpm should be 1,750 ± 60.
4. Fuel calculations reflect user input and are not 4. 1,900 rpm is the minimum allowable propeller
directly indicative of fuel quantity. rpm with the power lever set for takeoff.
5. SurfaceWatch™ information does not
regard NOTAM or ATIS information when GENERAL LIMITATIONS
generating visual and aural alerts. 1. 8,500 pounds is the maximum allowable
6. Visual approaches loaded through the G1000 landing weight.
do not guarantee obstacle or terrain clearance. 2. Maximum ramp weight is 8,785 pounds;
7. If transponders fail or if a transponder is this includes an allowance of 35 pounds of
unable to transmit ADS-B out information, fuel for engine start, taxi, and runup.
an amber CAS message appears. 3. 8,750 pounds is maximum allowable takeoff
weight.
OXYGEN
4. Flaps should be up at takeoff when type II,
1. The oxygen cylinder filler valve is in the right III, or IV anti-ice fluid has been applied.
side of the tail section behind a cover plate.
5. Maximum permitted operating altitude is
2. Use the Oxygen Duration Chart in the 20,000 feet in icing conditions.
supplement to calculate whether the amount 6. The maximum number of passengers in the
of oxygen in the oxygen bottle is acceptable aft cabin is 8 when a passenger is occupying
for dispatch. the front right seat.
3. The fuselage tail cone contains the oxygen
cylinder.
4. The oxygen pressure gauge is near the fuel
selectors, between the pilot and copilot
seats, on the overhead panel.

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-13

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

ENGINE LIMITATIONS EMERGENCY PROCEDURES

1. Maximum allowable ITT for engine start is 1. With an engine failure immediately after
1,090°C for two seconds. takeoff, the best glide speed is 85 KIAS.
2. Maximum allowable ITT for cruise is 740°C. 2. The maximum speed for asymmetric flap
extension is 100 KIAS.
3. Maximum allowable ITT for takeoff is
805°C. 3. Perform the following actions if the amber
STARTER ON CAS message illuminates
4. When using the emergency power lever, the
after a normal engine start with the START
minimum in-flight gas generator speed is
switch OFF:
65% Ng.
Battery...................................................OFF
SYSTEM LIMITATIONS External Power Unit......OFF then Disengage
1. The fuel drain can is recommended to be Fuel Condition Lever.....................CUTOFF
emptied once a day or before six engine
4. The initial target glide speed with an engine
shutdowns are exceeded.
failure in flight is 95 KIAS.
2. Maximum fuel imbalance in flight is 200
5. After being pulled to the BYPASS position
pounds.
for icing conditions, the inertial separator
3. Maximum allowable time for a full rudder may be returned to the NORMAL position
side slip is 3 minutes. after completing a visual inspection.
4. 150 KIAS with Flaps 20 is the maximum 6. The minimum Ng required to initiate a
flap extension speed. flameout recovery by pulling the power lever
5. 46°C is the maximum outside air temperature to IDLE and turning the ignition ON is 50%.
for ground operations with both deck skin 7. The red ENGINE FIRE CAS message
fans inoperative. illuminates in flight and fire is confirmed.
The POH memory items are:
MINIMUM EQUIPMENT LIST (MEL) POWER Lever.....................................IDLE
1. For icing conditions, the wing ice-inspection PROP RPM Lever........................FEATHER
light is required. FUEL CONDITION Lever............CUTOFF
2. For flight into icing conditions, the standby FUEL/OIL SHUTOFF Knob......PULL OFF
alternator must be operational. CABIN HEAT FIREWALL
SHUTOFF Knob........................PULL OFF
8. When inadvertent icing is encountered, the
first item to accomplish is to turn on the
ignition switch.

3-14 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

SPECIAL REQUIREMENTS WEIGHT AND BALANCE

FOR GLASS COCKPIT Based on a set of conditions, determine the
AIRCRAFT—EFIS following:
1. Illumination of the NO COMP CAS message • Aircraft is within CG limitations
indicates an AHRS failure.
• Aircraft is within weight limitations
2. The glidepath indicator, to the left of the
altitude tape on the PFD, is a magenta
diamond.
SERVICING ON GROUND
1. Consult Section 8 of the POH to determine
PERFORMANCE, FLIGHT the correct tire pressure for a 22X8.00-8,
PLANNING, AND MONITORING 6-Ply Rated Nose wheel tire.

Based on a set of conditions, be able to determine 2. The propeller blades or control surfaces are
the following: not a safe place to push or pull when towing
the aircraft by hand.
• Takeoff Performance
◦ Whether to reject or continue a takeoff
◦ Maximum engine torque for takeoff
◦ Ground roll
◦ Distance to clear a 50-foot obstacle

• Cruise Performance
◦ Fuel flow at Maximum Cruise Power
◦ Torque setting for Maximum Cruise Torque
◦ Torque setting for Maximum (Best) Range
◦ Range (Distance) at Maximum Cruise Power
◦ Endurance at Maximum Cruise Power
◦ Distance at Maximum Range Power

Revision 0.9 FOR TRAINING PURPOSES ONLY 3-15

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 4
MEMORY ITEMS AND LIMITATIONS

CONTENTS

Page
CARAVAN EX MEMORY ITEMS AND LIMITATIONS CARD........................................ 4-1
CARAVAN G1000 MEMORY ITEMS AND LIMITATIONS CARD................................... 4-3

Revision 0.9 FOR TRAINING PURPOSES ONLY 4-i

 Cessna Caravan EX Memory Items and Limitations
NOTICE
These commodities, technology or software were exported from the United States in accordance
with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.
Based on Rev. 0.1 of Memory Flash Cards

ENGINE FAILURE DURING TAKEOFF ROLL ELECTRICAL FIRE IN FLIGHT INADVERTENT ICING ENCOUNTER AMBER STARTER ON ANNUNCIATOR
COMES ON AFTER ENGINE START
1. POWER Lever ............................................... BETA RANGE 1. STBY ALT PWR Switch ................................................... OFF 1. IGNITION Switch ......................................................... ON
2. Brakes ...................................................................... APPLY 2. GENERATOR Switch .....................................................TRIP 2. INERTIAL SEPARATOR .......................................... BYPASS 1. BATTERY Switch ........................................................... OFF
3. BATTERY Switch ........................................................... OFF (rotate counterclockwise and PULL out) 2. External Power Unit ....................... OFF, then DISENGAGE
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 4. Vents .......................................... CLOSED (to avoid drafts) 3. PITOT/STATIC HEAT Switch ............................................ ON 3. FUEL CONDITION Lever ........................................ CUTOFF
a. Forward Side Air VENT Knobs ................ CLOSE (push in) 4. STALL HEAT Switch......................................................... ON
1. Airspeed ................................................................ 90 KIAS b. Overhead Air Vents .............................................. CLOSE IF ABOVE 20,000 FEET: ASYMMETRIC FLAP
c. VENT AIR Control Knobs ....................................... CLOSE 5. Airspeed ..................................................... 160 KIAS MAX EXTENSION OR SUDDEN FLAP
d. AIR CONDITIONING Switch (if installed) ................... OFF 6. Altitude .............. DESCEND TO 20,000 FEET OR BELOW RETRACTION ON ONE SIDE
ENGINE FAILURE DURING FLIGHT
5. TEMP Control Knob .................................................CLOSED (as soon as practical)
(rotate FULL counterclockwise) 7. Turn back or change altitude to obtain an outside 1. Aileron and Rudder Controls ............... APPLY (to stop roll)
1. Airspeed ................................................................ 95 KIAS
6. BLEED AIR HEAT Switch .............................................. OFF air temperature that is less conducive to icing. 2. WING FLAPS ................................................................... UP
2. Power Lever ................................................................. IDLE
7. Fire Extinguisher ................................................. ACTIVATE 3. Airspeed .................................. SLOW to 100 KIAS (or less)
3. PROP RPM Lever ................................................. FEATHER
4. FUEL CONDITION Lever ........................................ CUTOFF
UNCOMMANDED ENGNE AMBER FUEL PRESS LOW
POWER REDUCTION TO IDLE ANNUNCIATOR COMES ON
ENGINE FLAMEOUT DURING FLIGHT
CABIN FIRE 1. POWER Lever ............................................................. IDLE 1. FUEL TANK SELECTORS ..................................... BOTH ON
IF GAS GENERATOR SPEED (Ng) IS ABOVE 50%: 2. EMERGENCY POWER Lever ...... SET PWER AS REQUIRED 2. FUEL BOOST Switch ....................................................... ON
1. POWER Lever ......................................................... IDLE 1. STBY ALT PWR Switch ................................................... OFF (maintan 65% Ng minimum during flight) 3. IGNITION Switch............................................................ ON
2. IGNITION Switch ..................................................... ON 2. GENERATOR Switch .....................................................TRIP
3. BATTERY Switch ........................................................... OFF
IF GAS GENERATOR SPEED (Ng) IS BELOW 50%: 4. Vents .......................................... CLOSED (to avoid drafts)
1. FUEL CONDITION Lever ................................... CUTOFF a. Forward Side Air VENT Knobs ................ CLOSE (push in) RED RSVR FUEL LOW LIMITATIONS
b. Overhead Air Vents .............................................. CLOSE ANNUNCIATOR COMES ON
c. VENT AIR Control Knobs ....................................... CLOSE (G1000) AIRSPEED LIMITATIONS
RED ENGINE FIRE ANNUNCIATOR 1. FUEL TANK SELECTORS ..................................... BOTH ON (and their operational significance)
COMES ON DURING START ON GROUND d. AIR CONDITIONING Switch (if installed) ................... OFF
5. TEMP Control Knob .................................................CLOSED 2. IGNITION Switch ......................................................... ON
SPEED KCAS KIAS REMARKS
(rotate FULL counterclockwise) 3. FUEL BOOST Switch .................................................... ON
1. FUEL CONDITION Lever ...................................... CUTOFF Maximum Do not exceed
2. FUEL BOOST Switch ................................................... OFF 6. BLEED AIR HEAT Switch .............................................. OFF VMO Operating 175 175 this speed in any
3. STARTER Switch ................................................... MOTOR 7. Fire Extinguisher ................................................. ACTIVATE Speed operation.
RED FUEL SELECT OFF ANNUNCIATOR
Maneuvering
COMES ON DURING ENGINE START
Speed: Do not make full or
CABIN FIRE DURING GROUND OPERATIONS AND AURAL WARNING HORN SOUND 8807 Pounds 148 148 abrupt control
VA
7500 Pounds 137 137 movements above
1. POWER Lever .............................................................. IDLE 1. FUEL TANK SELECTORS ..................................... BOTH ON 6250 Pounds 125 125 this speed.
WING FIRE
2. Brakes .......................................................... AS REQUIRED 5000 Pounds 112 112
3. PROP RPM Lever ................................................. FEATHER
1. PITOT/STATIC HEAT Switch ........................................ OFF
4. FUEL CONDITION Lever ...................................... CUTOFF RED FUEL SELECT OFF AND (G1000 with Fairing) AIRSPEED LIMITATIONS
2. STALL HEAT Switch ..................................................... OFF
5. BATTERY Switch ........................................................... OFF AMBER L, R, OR L-R FUEL LOW (and their operational significance)
3. STROBE Lights Switch ................................................. OFF
6. Airplane ............................................................ EVACUATE ANNUNCIATORS COME ON
4. NAV Lights Switch ........................................................ OFF
SPEED KCAS KIAS REMARKS
5. LDG and TAXI/RECOG Lights Switches ......................... OFF
6. LEFT FUEL QTY Circuit Breakers .................. OPEN (pull out) 1. FUEL TANK SELECTORS ..................................... BOTH ON Maximum Do not exceed
RED ENGINE FIRE ANNUNCIATOR
VMO Operating 175 175 this speed in any
COMES ON IN FLIGHT (second row, third breaker from forward end)
Speed operation.
7. RIGHT FUEL QTY Circuit Breakers ............... OPEN (pull out)
1. POWER Lever ............................................................. IDLE (third row, third breaker from forward end) Maneuvering
RED FUEL SELECT OFF ANNUNCIATOR
Speed: Do not make full or
2. PROP RPM Lever ................................................. FEATHER 8. RADAR R/T Circuit Breaker (if installed) ... OPEN (pull out) COMES ON DURING FLIGHT AND 8750 Pounds 148 148 abrupt control
3. FUEL CONDITION Lever ...................................... CUTOFF (AVN BUS 1, second row, sixth breaker from left side) AURAL WARNING HORN SOUNDS VA
7500 Pounds 137 137 movements above
4. FUEL/OIL SHUTOFF Knob .................................. PULL OFF 9. VENT AIR Control Knobs ........................................... CLOSE 6250 Pounds 125 125 this speed.
5. CABIN HEAT FIREWALL SHUTOFF Knob ........... PULL OFF 10. AIR CONDITIONING Switch (if installed) .................... OFF 1. FUEL TANK SELECTORS ..................................... BOTH ON 5000 Pounds 112 112
C E S S N A C A R AVA N E X M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY Rev. 0.1
 AIRSPEED LIMITATIONS WEIGHT LIMITS GARMIN GFC 700 AUTOMATED TYPE II, TYPE III, or TYPE IV
(and their operational significance) FLIGHT CONTROL SYSTEM (AFCS) ANTI-ICE FLUID TAKEOFF LIMITATIONS
(G1000)
SPEED KCAS KIAS REMARKS • Maximum Ramp Weight ..................... 8842 Pounds • The 12 Volt Power System is limited to a maximum com- FLAP LIMITATIONS
Maximum • Maximum Takeoff Weight .................. 8807 Pounds bined current draw of 10 amps (120 watts) all locations. • Takeoff Flaps Setting .......................................... UP
Flap Extended Do not exceed • Maximum Landing Weight ................. 8500 Pounds • The 12 Volt Power System (12V POWER OUTLET) AIRSPEED LIMITATIONS
Speed: these speeds is not certified for supplying power to flight-critical
VFE (G1000 with Fairing) • Takeoff Rotation Speed .............................. 83 KIAS
with the given
UP - TO/APR 150 150 • Maximum Ramp Weight .................... 8785 Pounds communications or navigation devices.
flap settings.
TO/APR - LAND 125 125 • Maximum Takeoff Weight .................. 8750 Pounds • Use of the 12 Volt Power System is prohibited during FLIGHT IN KNOWN ICING VISUAL CUES
Do not exceed • Maximum Landing Weight ................. 8500 Pounds takeoff and landing.
Maximum Open During flight, severe icing conditions that exceed those
175 175 this speed with • Use of the 12 Volt Power System is prohibited under
Window Speed
window open. FUEL LIMITATIONS IFR unless the operator of the airplane has deter- for which the airplane is certificated shall be determined
mined that the use of the 12 VDC power supply and by the following visual cues:
Both Tanks and connected PED(s) will not cause interference with the 1. Unusually extensive ice is accreted on the airframe in
339.1 U.S. Gallons
POWERPLANT LIMITATIONS Reservoir navigation or communication systems of the airplane. areas not normally observed to collect ice.
Engine Starting Cycle Limits TOTAL FUEL 2. Accumulation of ice on the upper or lower surface of
Both Tanks 335.6 U.S. Gallons
OUTSIDE AIR TEMPERATURE LIMITS the wing aft of the protected area.
• Using the airplane battery, the starting cycle shall be Each Tank 167.8 U.S. Gallons
(G1000) 3. Heavy ice accumulations on the windshield, or when
limited to the following intervals and sequence: Both Tanks ON and ice forms aft of the curved sections on the windshield.
TOTAL 335.3 U.S. Gallons Cold Day .............. -54°C from Sea Level to 25,000 Feet
• 30 seconds ON - 60 seconds OFF, Reservoir 4. Ice forms aft of the protected surfaces of the wing struts.
• 30 seconds ON - 60 seconds OFF, USABLE Hot Day:
Both Tanks ON 332.0 U.S. Gallons
• 30 seconds ON - 30 minutes OFF, FUEL Ground Ops ........... +47°C from Sea Level to 5000 Feet
Single Tank ON 165.0 U.S. Gallons ISA +39°C above 5000 Feet G1000 LIMITATIONS
• Repeat the above cycle as required. Flight Ops ............................ ISA +39°C from Sea Level
Both Tanks ON 3.6 U.S. Gallons Use of the NAVIGATION MAP page for pilotage naviga-
• Using external power, the starting cycle shall be TOTAL to 25,000 Feet tion is prohibited. The Navigation Map is intended only
Single Tank ON 2.8 U.S. Gallons
limited to the following intervals and sequence: UNUSABLE (G1000 with Faring) to enhance situational awareness. Navigation is to be
FUEL Maximum Fuel
• 20 seconds ON - 120 seconds OFF, 200 Pounds Cold Day .............. -54°C from Sea Level to 25,000 Feet conducted using only current charts, data, and autho-
Imbalance
• 20 seconds ON - 120 seconds OFF, Hot Day: rized navigation facilities.
• 20 seconds ON - 60 minutes OFF, • The fuel quantity, fuel used, and fuel remaining Ground Ops ........... +42°C from Sea Level to 5000 Feet Use of the TERRAIN PROXIMITY information for primary
functions of the G1000 are supplemental information ISA +37°C above 5000 Feet
• Repeat the above cycle as required. terrain avoidance is prohibited. The Terrain Proximity
only and must be verified by the pilot. Flight Ops ............................ ISA +37°C from Sea Level map is intended only to enhance situational awareness.
• Continuous uncoordinated flight is prohibited if to 25,000 Feet It is the pilot’s responsibility to provide terrain clearance
STANDBY ELECTRIC SYSTEM L FUEL LOW, R FUEL LOW, or L-R FUEL LOW at all times.
annunciators is shown on PFD. FLAP LIMITATIONS
When operating the standby electrical system, the
maximum electrical load is 75 amps from Sea Level to • Unusable fuel quantity will continue to increase the • Approved Takeoff Range ................. UP to TO/APR GARMIN GFC 700 AUTOMATED
21,000 feet. To ensure adequate alternator cooling at longer a significant sideslip is maintained. • Approved Landing Range.................... UP to LAND FLIGHT CONTROL SYSTEM (AFCS)
higher altitudes, reduce maximum standby electrical • Due to possible fuel starvation, maximum full rudder side- • Approved Landing Range in
system load 5 amps per 1000 feet above 21,000 feet. slip duration is limited to a maximum of three minutes. Icing Conditions .............................. UP to TO/APR • Autopilot maximum engagement speed ...175 KIAS
• Autopilot minimum engagement speed ......80 KIAS
MAXIMUM OPERATING ALTITUDE LIMITS
POWERPLANT LIMITATIONS • Electric Trim maximum operating speed ...175 KIAS
Certificated Maximum Operating Altitudes: • The autopilot must be disengaged below 200 feet
TORQUE MAXIMUM ITT GAS GEN PROP OIL TEMP • Non-Icing Conditions ........................... 25,000 Feet AGL during approach operations and below 800 feet
POWER SETTING OIL PSIG (3) SHP
FT-LBS °C PRM% Ng (2) RPM °C (7) • Icing Conditions (if so equipped).......... 20,000 Feet during all other operations.
Takeoff (1) 850 (1) 103.7 1900 (11) 85 to 105 32 to 99 867 • Any Conditions with Ice • ILS approaches using the autopilot/flight director are
on the Airplane ..................................... 20,000 Feet limited to Category I approaches only.
Maximum Climb (7) 825 103.7 1900 (11) 85 to 105 32 to 99 867
Maximum Cruise (8) 805 103.7 1900 (11) 85 to 105 32 to 99 867 AUX AUDIO SYSTEM • Raw data ILS approaches below 400 feet AGL are
prohibited.
Idle --- 700 (9) 55 Minimum --- 40 Minimum -40 to 99 --- Use of the AUX AUDIO entertainment input is prohibited • Use of the autopilot is prohibited when the audio
Maximum Reverse during takeoff and landing. panel is inoperative since the aural alert will not be
2500 850 103.7 1825 85 to 105 32 to 99 867
(1 Minute Maximum) provided when autopilot is disengaged.
Use of the AUX AUDIO entertainment audio input and
2600 905 105.4 Portable Electronic Devices (PED), such as cellular tele- • When conducting a missed approach, use of
Transient 2090 (4) --- 32 to 99 ---
(20 Sec. Max.) (20 Sec. Max.) (20 Sec. Max.) phones, games, cassette, CD or MP3 players, is prohib- the autopilot is prohibited until a rate of climb is
1090 ited under IFR unless the operator of the airplane has established that will meet all altitude requirements of
Starting --- --- --- 200 Maximum -40 Minimum --- determined that the use of the Aux Audio System and the missed approach procedure.
(2 Sec. Max.)
the connected PED(s) will not cause interference with the • The autopilot and yaw damper must be off during all
Maximum Rated (5) 2397 825 103.7 1900 (11) 85 to 105 32 to 99 867 takeoff and landings.
naviagation or communication system of the airplane.
C E S S N A C A R AVA N E X M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY Rev. 0.1
 Cessna Caravan G1000 Memory Items and Limitations
NOTICE
These commodities, technology or software were exported from the United States in accordance
with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited.
Based on Rev. 0.1 of Memory Flash Cards (Includes Model 208 & 208B)

ENGINE FAILURE DURING TAKEOFF ROLL CABIN FIRE INADVERTENT ICING ENCOUNTER LOSS OF FUEL PRESSURE
(Amber FUEL PRESS LOW CAS MSG)
1. POWER Lever ............................................... BETA RANGE 1. STBY ALT PWR Switch ................................................... OFF 1. IGNITION Switch ......................................................... ON
2. Brakes ...................................................................... APPLY 2. GENERATOR Switch .....................................................TRIP 2. INERTIAL SEPARATOR .......................................... BYPASS 1. FUEL TANK SELECTORS ..................................... BOTH ON
3. BATTERY Switch ........................................................... OFF 3. PITOT/STATIC HEAT Switch ............................................ ON 2. FUEL BOOST Switch ....................................................... ON
4. Vents .......................................... CLOSED (to avoid drafts) 4. STALL HEAT Switch......................................................... ON 3. IGNITION Switch............................................................ ON
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF a. Forward Side Vents............................................... CLOSE 5. PROP HEAT Switch (if installed .................................. AUTO
b. Overhead Vents.................................................... CLOSE IF ABOVE 20,000 FEET:
1. Airspeed ................................................................ 85 KIAS c. VENT AIR FANS ......................................................... OFF 6. Airspeed .......................................... 160 KIAS MAXIMUM
6. BLEED AIR HEAT Switch .............................................. OFF 7. Altitude ............... DESCEND TO 20,000 FEET OR BELOW STARTER CONTACTOR DOES NOT
7. Fire Extinguisher ............................ ACTIVATE (if available) (as soon as practical) DISENGAGE AFTER START
ENGINE FAILURE DURING FLIGHT Turn back or change altitude to obtain an outside (Amber STARTER ON CAS MSG)
air temperature that is less conducive to icing.
1. Airspeed ................................................................ 95 KIAS 1. Battery Switch ............................................................. OFF
2. Power Lever ................................................................. IDLE 2. External Power Unit ..................... OFF, then DISENGAGE
3. PROP RPM Lever ................................................. FEATHER WING FIRE 3. Fuel Condition Lever .......................................... CUTOFF
4. FUEL CONDITION Lever ........................................ CUTOFF FUEL CONTROL UNIT
1. PITOT/STATIC HEAT Switch ........................................ OFF MALFUNCTION IN THE PNEUMATIC
2. STALL HEAT Switch ..................................................... OFF OR GOVERNOR SECTIONS
ENGINE FLAMEOUT DURING FLIGHT 3. STROBE Switch ........................................................... OFF (ENGINE POWER ROLLS BACK TO IDLE)
4. NAV Switch .................................................................. OFF
IF GAS GENERATOR SPEED (Ng) IS ABOVE 50%: 5. LDG and TAXI/RECOG Switches ................................... OFF 1. POWER Lever ............................................................. IDLE
1. POWER Lever ......................................................... IDLE 6. FUEL QUANTITY Circuit Breakers................................... OFF 2. EMERGENCY POWER Lever ....................................... USE
2. IGNITION Switch ..................................................... ON (second row, third breaker from front (maintain 65% Ng mimimum during flight) LIMITATIONS
and third row breaker from front)
IF GAS GENERATOR SPEED (Ng) IS BELOW 50%: 7. RADAR R/T Circuit Breaker (if installed) .................... PULL
(208) AIRSPEED LIMITATIONS
5. FUEL CONDITION Lever ................................... CUTOFF (AVN BUS 1, second row, sixth breaker from left side)
(and their operational significance)
8. VENT AIR Control Knobs ............................................... OFF FUEL FLOW INTERRUPTION TO FUEL RESERVOIR
9. AIR CONDITIONING (if installed) ................................. OFF (RED RSVR FUEL LOW CAS MSG) SPEED KCAS KIAS REMARKS
SMOKE AND FIRE Maximum Do not exceed
ENGINE FIRE IN FLIGHT 1. FUEL TANK SELECTORS ..................................... BOTH ON VMO Operating 175 175 this speed in any
(Red ENGINE FIRE CAS MSG) 2. IGNITION Switch ......................................................... ON Speed operation.
3. FUEL BOOST Switch .................................................... ON Maneuvering
Do not make full or
1. POWER Lever ............................................................. IDLE CABIN FIRE DURING GROUND OPERATIONS Speed:
abrupt control
2. PROP RPM Lever ................................................ FEATHER VA 8000 Pounds 150 150
movements above
3. FUEL CONDITION Lever ...................................... CUTOFF 6300 Pounds 133 134
1. POWER Lever .............................................................. IDLE this speed.
4. FUEL SHUTOFF Knob ......................................... PULL OFF 4600 Pounds 114 115
2. Brakes .......................................................... AS REQUIRED FUEL TANK SELECTOR OFF DURING ENGINE START
5. CABIN HEAT FIREWALL SHUTOFF CONTROL .. PULL OFF 3. PROP RPM Lever ................................................. FEATHER (RED FUEL SELECT OFF CAS MSG AND BOTH
4. FUEL CONDITION Lever ...................................... CUTOFF FUEL SELECTOR WARNING HORNS ACTIVATED)
(208B) AIRSPEED LIMITATIONS
5. BATTERY Switch ........................................................... OFF
ELECTRICAL FIRE IN FLIGHT (and their operational significance)
6. Airplane ............................................................ EVACUATE 1. FUEL TANK SELECTORS ..................................... BOTH ON
SPEED KCAS KIAS REMARKS
1. STBY ALT PWR Switch ................................................... OFF
2. GENERATOR Switch .....................................................TRIP Maximum Do not exceed
VMO Operating 175 175 this speed in any
3. BATTERY Switch ........................................................... OFF ASYMMETRIC FLAP Speed operation.
4. Vents .......................................... CLOSED (to avoid drafts) ENGINE FIRE DURING START ON GROUND EXTENSION OR SUDDEN FLAP
a. Forward Side Vents............................................... CLOSE (RED ENGINE FIRE CAS MSG) Maneuvering
RETRACTION ON ONE SIDE
Speed: Do not make full or
b. Overhead Vents.................................................... CLOSE
8750 Pounds 148 148 abrupt control
c. VENT AIR FANS ......................................................... OFF 1. FUEL CONDITION Lever ...................................... CUTOFF 1. Apply aileron and rudder to stop the roll. VA
7500 Pounds 137 137 movements above
6. BLEED AIR HEAT Switch .............................................. OFF 2. FUEL BOOST Switch ................................................... OFF 2. WING FLAPS ................................................................... UP 6250 Pounds 125 125 this speed.
7. Fire Extinguisher .......................................................... USE 3. STARTER Switch ................................................... MOTOR 3. Airspeed .................................. SLOW to 100 KIAS (or less) 5000 Pounds 112 112
C E S S N A C A R AVA N G 1 0 0 0 M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY Rev. 0.1
 AIRSPEED LIMITATIONS WEIGHT LIMITS MAXIMUM OPERATING ALTITUDE LIMITS TYPE II, TYPE III, or TYPE IV
(and their operational significance) ANTI-ICE FLUID TAKEOFF LIMITATIONS
(208) Certificated Maximum Operating Altitudes:
SPEED KCAS KIAS REMARKS • Maximum Ramp Weight ..................... 8035 Pounds • Non-Icing Conditions ........................... 25,000 Feet FLAP LIMITATIONS
Maximum • Maximum Takeoff Weight .................. 8000 Pounds • Icing Conditions (if so equipped).......... 20,000 Feet • Takeoff Flaps Setting .......................................... UP
Flap Extended Do not exceed • Maximum Landing Weight ................. 7800 Pounds • Any Conditions with Ice AIRSPEED LIMITATIONS
Speed: these speeds on the Airplane ..................................... 20,000 Feet • (208) Takeoff Rotation Speed ..................... 89 KIAS
VFE (208B)
UP - 10° Flaps 175 175 with the given
• Maximum Ramp Weight .................... 8785 Pounds • (208B) Takeoff Rotation Speed .................. 83 KIAS
10° - 20° Flaps 150 150 flap settings.
20° - FULL 125 125 • Maximum Takeoff Weight .................. 8750 Pounds OUTSIDE AIR TEMPERATURE LIMITS
Do not exceed • Maximum Landing Weight ................. 8500 Pounds
Maximum Open Cold Day ...............-54°C from Sea Level to 25,000 Feet FLIGHT IN KNOWN ICING VISUAL CUES
175 175 this speed with
Window Speed
window open. Hot Day: During flight, severe icing conditions that exceed those
FUEL LIMITATIONS • Ground Operations ............... +53°C from Sea Level for which the airplane is certificated shall be determined
to 5000 Feet by the following visual cues:
POWERPLANT LIMITATIONS Both Tanks 335.6 U.S. gallons ISA +37°C above 5000 Feet
TOTAL FUEL
Engine Starting Cycle Limits Each Tank 167.8 U.S. gallons • Flight Operations .......... ISA +35°C from Sea Level 1. Unusually extensive ice is accreted on the airframe in
to 25,000 Feet areas not normally observed to collect ice.
• Using the airplane battery, the starting cycle shall be Both Tanks ON 332.0 U.S. gallons
USABLE FUEL 2. Accumulation of ice on the upper or lower surface of
limited to the following intervals and sequence: Single Tank ON 165.0 U.S. gallons the wing aft of the protected area.
• 30 seconds ON - 60 seconds OFF, 3. Heavy ice accumulations on the windshield, or when
UNUSABLE Both Tanks ON 3.6 U.S. gallons FLAP LIMITATIONS
• 30 seconds ON - 60 seconds OFF, ice forms aft of the curved sections on the windshield.
• 30 seconds ON - 30 minutes OFF, FUEL Single Tank ON 2.8 U.S. gallons • Approved Takeoff Range ......................... UP to 20°
4. Ice forms aft of the protected surfaces of the wing struts.
• Repeat the above cycle as required. • Approved Landing Range..................... UP to FULL
• With low fuel reserves (FUEL LOW CAS MSG(s) ON),
• Using external power, the starting cycle shall be limit- continuous uncoordinated flight is prohibited. Unus- • Approved Landing Range in
ed to the following intervals and sequence: able fuel quantity increases when more severe sideslip Icing Conditions ...................................... UP to 20°
GARMIN GFC 700 AUTOMATED
• 20 seconds ON - 120 seconds OFF, is maintained. FLIGHT CONTROL SYSTEM (AFCS)
• 20 seconds ON - 120 seconds OFF, • Due to possible fuel starvation, maximum full rudder
• 20 seconds ON - 60 minutes OFF, STANDBY ELECTRIC SYSTEM • Autopilot maximum engagement speed ...175 KIAS
sideslip duration time is three minutes.
• Repeat the above cycle as required. • Autopilot minimum engagement speed ......80 KIAS
• Maximum fuel unbalance in flight is 200 pounds. When operating the standby electrical system, the
maximum electrical load is 75 amps from Sea Level to • Electric Trim maximum operating speed ...175 KIAS
21,000 feet. To ensure adequate alternator cooling at • The autopilot must be disengaged below 200 feet
POWERPLANT LIMITATIONS higher altitudes, reduce maximum standby electrical AGL during approach operations and below 800 feet
system load 5 amps per 1000 feet above 21,000 feet. during all other operations.
TORQUE MAXIMUM ITT GAS GEN PROP OIL TEMP
POWER SETTING OIL PSIG (3) SHP • ILS approaches using the autopilot/flight director are
FT-LBS °C PRM% Ng (2) RPM °C (7)
limited to Category I approaches only.
Takeoff (1), (4) 805 (9) 101.6 1900 85 to 105 10 to 99 675 G1000 LIMITATIONS
• Raw data ILS approaches below 400 feet AGL are
Maximum Climb (4), (12) 765 101.6 1900 85 to 105 0 to 99 675 Use of the NAVIGATION MAP page for pilotage naviga- prohibited.
tion is prohibited. The Navigation Map is intended only • Use of the autopilot is prohibited when the audio
Maximum Cruise (4), (13) 740 101.6 1900 85 to 105 0 to 99 675
to enhance situational awareness. Navigation is to be panel is inoperative since the aural alert will not be
Idle --- 685 (14) 52 Minimum --- 40 Minimum -40 to 99 --- conducted using only current charts, data, and autho- provided when autopilot is disengaged.
rized navigation facilities.
Maximum Reverse (5) 1865 805 101.6 1825 85 to 105 0 to 99 675 • When conducting a missed approach, use of
Use of the TERRAIN PROXIMITY information for primary the autopilot is prohibited until a rate of climb is
Transient 2400 (6) 850 (10) 102.6 (10) 2090 --- 0 to 104 (11) ---
terrain avoidance is prohibited. The Terrain Proximity established that will meet all altitude requirements of
Starting --- 1090 (10) --- --- --- -40 Minimum --- map is intended only to enhance situational awareness. the missed approach procedure.
It is the pilot’s responsibility to provide terrain clearance • The autopilot and yaw damper must be off during all
Maximum Rated (8) 1865 805 101.6 1900 85 to 105 10 to 99 675
at all times. takeoff and landings.

C E S S N A C A R AVA N G 1 0 0 0 M E M O RY I T E M S A N D L I M I TAT I O N S — F O R T R A I N I N G P U R P O S E S O N LY Rev. 0.1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 5
MANEUVERS AND PROCEDURES

CONTENTS

Page
CREW PROCEDURES.......................................................................................................... 5-1
Crew Coordination.......................................................................................................... 5-1
Automation...................................................................................................................... 5-1
Callouts ........................................................................................................................... 5-1
PF and PM Responsibilites............................................................................................. 5-1
Standard Callouts............................................................................................................ 5-3
FLIGHT PROFILES............................................................................................................... 5-7
Takeoff—Normal............................................................................................................. 5-7
Takeoff—Short Field....................................................................................................... 5-8
Takeoff—Rejected........................................................................................................... 5-9
Approach to Stall—Takeoff Configuration.................................................................... 5-10
Approach to Stall—Clean Configuration...................................................................... 5-11
Approach to Stall—Landing Configuration.................................................................. 5-12
Visual Approach—Normal............................................................................................ 5-13
Precision Approach—Normal....................................................................................... 5-14
Nonprecision Approach—Normal................................................................................ 5-15
Circling Approach......................................................................................................... 5-16
Missed Approach—From Precision Approach.............................................................. 5-17

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CREW PROCEDURES
CREW COORDINATION
A large percentage of aircraft accidents have resulted from one or more crew coordination errors
committed before or during the mishap flight. Even when accidents are avoided, poor crew coor-
dination results in inefficient performance and makes peril more likely. Proper crew coordination
reduces the occurrence of errors and can break the chain of errors which lead to accidents and
degraded performance.

AUTOMATION
When the aircraft is on autopilot, the pilot flying (PF) sets all altitudes and headings, but may direct
the pilot monitoring (PM) to perform these actions.

When the aircraft is being hand-flown, the PM sets all altitudes and headings.

Regardless of automation status, each pilot sets his/her own altimeter and crosschecks the other. The
PM is responsible for inputs to the GPS, but coordinates these inputs with the PF. The PM is also
responsible for operating the communication radios unless directed otherwise by the PF.

CALLOUTS
Callouts are challenge-and-response crew procedures which aid the pilots in maintaining situational
awareness and enhance communication between pilots. Each callout requires a response from the other
pilot. If two callouts (challenges) are issued by the PM with no response by the PF, the PM is required
to take control of the aircraft. This is a safeguard against subtle incapacitation of the original PF.

PF AND PM RESPONSIBILITES
The PF is responsible for flying the aircraft, maintaining vigilance outside the aircraft, and managing
the workload of the PM. The PF is also responsible for insuring the selected flight parameters (e.g.,
altitude, course, airspeed, heading, etc.) are captured and maintained. Unless required by a safety
consideration, the PF should avoid tasks which detract from his primary responsibilities by directing
the PM to accomplish these tasks. As a general rule, if the PM can do a particular task, the PM should
do it. This is especially important in close proximity to the ground (i.e., departure and arrival phases).

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Basic PM duties include:

1. Reading checklists and insuring completion.
2. Radio communication
3. Copying clearances, ATIS, and other information.
4. Change transponder codes.
5. Operating the GPS and other navigation equipment (coordinated with the PF).
6. Setting switches and operating systems as required.
7. Changing aircraft configuration as directed by the PF.
For example:
a. Power settings
b. Flap settings
8. Operating the weather avoidance equipment.
9. Initiating callouts as required.
10. Calculating Visual Descent Points (VDPs).
11. Calculating and monitoring times for holding and approaches.
12. Advising the PF when the aircraft flight path is not within tolerances.
13. Advising the PF when the aircraft experiences abnormal or emergency conditions.
14. Directing and assisting the PF in attaining proper flight path.

At times, changing these roles between the two pilots may be required. When this is necessary, the
exchange of control is accomplished as below (This symbol: indicates who initiates the callout).

CONDITION CALLOUTS - PILOT FLYING CALLOUTS - PILOT MONITORING

Changing Aircraft Control "You have the aircraft, "I have the aircraft, I'm outside"
I'm inside"

The PM is required to initiate a callout when the aircraft deviates from acceptable flight parameters.
An example of the PM callout if the aircraft altitude is 4,300’ when the aircraft should be 4,000’:
“DEVIATION, ALTITUDE 4,000’.” The PF would respond: “CORRECTING, ALTITUDE 4,000’.”

CONDITION CALLOUTS - PILOT FLYING CALLOUTS - PILOT MONITORING

Deviation From Acceptable "You have the aircraft, Deviation,

Flight Parameters I'm inside" (Parameter)
(Correct Value)

5-2 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

STANDARD CALLOUTS
In the tables that follow, some callout challenges and responses do not have the “ ” symbol. This
indicates the pilot who notes the condition first challenges, the other pilot responds.

TAXI AND TAKEOFF

CONDITION CALLOUTS - PILOT FLYING CALLOUTS - PILOT MONITORING
Taxi Brake Check CHECKED LEFT CHECKED RIGHT

Setting Takeoff Power SET POWER POWER SET

Indication of Airspeed ROGER AIRSPEED ALIVE

Airspeed 60 knots ROGER SIXTY

Rotation Airspeed (ROTATES) ROTATE

CLIMB THROUGH DESCENT

CONDITION CALLOUTS - PILOT FLYING CALLOUTS - PILOT MONITORING
Climb Speed Attained ROGER CLIMB SPEED XXX
At Safe Altitude/
FLAPS XX FLAPS XX
Airspeed Flap Retraction

At Safe Altitude/Airspeed AFTER TAKEOFF CHECKLIST AFTER TAKEOFF CHECKLIST

After T/O Check Complete ROGER AFTER T/O CHECKLIST

COMPLETE
Course Alive COURSE ALIVE COURSE ALIVE
Course Captured COURSE CAPTURED COURSE CAPTURED

1000’ From Assigned Altitude (PRESENT ALTITUDE) FOR (PRESENT ALTITUDE) FOR
(ASSIGNED ALTITUDE) (ASSIGNED ALTITUDE)
At Transition Altitude/
XX XX SET TRANSITION, XX XX SET
Flight Level

New Altimeter Setting XX XX SET XX XX SET

Newly Assigned Altitude ALTITUDE XXXX SEEN ALTITUDE XXXX SET

Newly Assigned Heading HEADING (HDG) SEEN HEADING (HDG) SET

Newly Assigned Airspeed AIRSPEED XXX AIRSPEED XXX

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-3

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

APPROACH VECTORS OR PROCEDURE TURNS

CONDITION CALLOUTS - PILOT FLYING CALLOUTS - PILOT MONITORING
At Safe Altitude/
FLAPS XX SPEED CHECKS, FLAPS XX
Airspeed Flap Extension
At FAF (Nonprecision) ALTITUDE XXXX, ALTITUDE XXXX,
At Glideslope Intercept (ILS) (If Nonprecision, START TIMING) (If Nonprecision, TIMING STARTED)

Visual Approach, 500' Above

FIVE HUNDRED FEET STABILIZED
Field Elevation

500' Above DA or MDA FIVE HUNDRED TO MINIMUMS AIRSPEED XXX, SINK RATE XXX

(IF SEEN)
100' Above DA or MDA ONE HUNDRED TO MINIMUMS RUNWAY (CLOCK POSITION)/
RUNWAY NOT IN SIGHT

Approach Lights Visible CONTINUING APPROACH LIGHTS,

(CLOCK POSITION)

Runway Visible LANDING/NOT IN SIGHT RUNWAY (CLOCK POSITION)

PRECISION APPROACH
CONDITION CALLOUTS - PILOT FLYING CALLOUTS - PILOT MONITORING
Localizer Initial Movement COURSE ALIVE COURSE ALIVE

COURSE CAPTURED, SET COURSE CAPTURED,

Localizer Capture
MISSED APPROACH ALTITUDE MISSED APPROACH ALTITUDE SET

Glideslope Initial Movement GLIDESLOPE ALIVE GLIDESLOPE ALIVE

Glideslope Capture GLIDESLOPE CAPTURE GLIDESLOPE CAPTURE

Approach Lights Visible CONTINUING APPROACH LIGHTS,

(CLOCK POSITION)

Runway Visible LANDING/NOT IN SIGHT RUNWAY (CLOCK POSITION)

At DA, Runway Visible LANDING/GO AROUND, LANDING/POWER SET

SET POWER

At DA, Runway Not Visible GO AROUND, SET POWER POWER SET

5-4 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

NONPRECISION APPROACH
CONDITION CALLOUTS - PILOT FLYING CALLOUTS - PILOT MONITORING

Approach Lights Visible CONTINUING/NOT IN SIGHT APPROACH LIGHTS,

(CLOCK POSITION)

Runway Visible LANDING/NOT IN SIGHT RUNWAY (CLOCK POSITION)

XX SECONDS OR XX MILES
At MDA MINIMUMS TO GO, MISSED APPROACH
ALTITUDE SET

Leaving MDA for Landing LEAVING MINIMUMS ROGER

LANDING/MISSED APPROACH
At Visual Descent Point CLIMB ONLY/CONTINUING TO AT VDP
MISSED APPROACH POINT

At Missed Approach Point GO AROUND, SET POWER RUNWAY (CLOCK POSITION)

.

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-5

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

FLIGHT PROFILES

AFTER TAKEOFF
1. AIRSPEED 85 KIAS—FLAPS 10°
2. AIRSPEED 95 KIAS—FLAPS 0°
EX—UP
3. ENROUTE CLIMB CHECK—COMPLETE

ROTATE
1. ROTATE—70-75 KIAS
2. PITCH—7°

INITIAL CLIMB
BRAKE RELEASE 1. CLIMB SPEED—85-95 KIAS

1. POWER—SET FOR TAKEOFF

2. ANNUNCIATORS / CAS
MESSAGES—CHECK

BEFORE TAKEOFF
1. BEFORE TAKEOFF CHECKLIST—
COMPLETE
2. WINGS FLAPS—AS RECOMMENDED

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Takeoff—Normal

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-7

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

AFTER TAKEOFF
OBSTACLES CLEARED:
1. AIRSPEED 85 KIAS—FLAPS 10°
2. AIRSPEED 95 KIAS—FLAPS 0°
EX—UP
ROTATE 3. ENROUTE CLIMB CHECK—
1. ROTATE— COMPLETE
EX
8807 - 74 KIAS
8300 - 71
7800 - 68
7300 - 65

208B
8750 - 70 KIAS
8300 - 67
7800 - 64
7300 - 61

208
8000 - 72 KIAS
7500 - 70
BRAKE RELEASE
7000 - 67
1. BRAKES—APPLY
2. POWER—SET FOR TAKEOFF INITIAL CLIMB
3. ANNUNCIATORS / CAS 1. CLIMB SPEED—83 KIAS
MESSAGES—CHECK EX—86 KIAS
4. BRAKES—RELEASE (UNTIL OBSTACLE IS
CLEARED)

BEFORE TAKEOFF
1. BEFORE TAKEOFF CHECKLIST—
COMPLETE
2. WINGS FLAPS—20°
EX—T/O - APR

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Takeoff—Short Field

5-8 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

DECISION TO REJECT TAKEOFF

1. POWER LEVER—BETA RANGE
2. BRAKES—APPLY
3. WING FLAPS—RETRACT

IF AIRPLANE CANNOT BE STOPPED

ON REMAINING RUNWAY

4. FUEL CONDITION LEVER—CUTOFF

5. FUEL SHUTOFF OR
FUEL/OIL SHUTOFF (EX)—OFF (PULL)
6. FUEL TANK SELECTORS—OFF
(WARNING HORNS WILL SOUND)
7. BATTERY SWITCH—OFF

BRAKE RELEASE
1. POWER—SET FOR TAKEOFF
2. ANNUNCIATORS / CAS
MESSAGES—CHECK

SECURING AIRCRAFT
1. SHUTDOWN AND SECURING
CHECKLIST—COMPLETE

BEFORE TAKEOFF
1. BEFORE TAKEOFF CHECKLIST—
COMPLETE
2. WINGS FLAPS—AS RECOMMENDED

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Takeoff—Rejected

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

BEGINNING OF MANEUVER APPROACH TO STALL AND RECOVERY COMPLETION OF MANEUVER

BEGINNING OF MANEUVER AT HORN OR BUFFET—RECOVER AT INITIAL HEADING & ALTITUDE

1. LEVEL FLIGHT 1. SIMULTANEOUSLY REDUCE THE PITCH ATTITUDE 1. RETURN TO NORMAL CRUISE
2. WING FLAPS—20° AS NECESSARY TO STOP THE STALL WARNING, 2. CRUISE CHECKLIST—
EX—TO/APR AND ROLL THE WINGS LEVEL. COMPLETE
3. TORQUE—TAKEOFF POWER 2. AT A SAFE AIRSPEED - ROTATE NOSE TO CLIMB
OR MAXIMUM ALLOWABLE FOR PITCH ATTITUDE.
ALTITUDE 3. WING FLAPS - RETRACT TO 10 AT 85 KIAS AND
4. PITCH SMOOTHLY—INCREASE 0 AT 95KIAS
TO 15°-20° EX: UP AT 95KIAS
5. BANK—20° 4. TRIM - AS NECESSARY
6. TRIM—AS REQUIRED

HORN
OR BUFFET

NOTE:
USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL MINIMIZE
THE ADVERSE YAW PRODUCED BY THE DOWN AILERON.

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Approach to Stall—Takeoff Configuration

5-10 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

BEGINNING OF MANEUVER APPROACH TO STALL AND RECOVERY COMPLETION OF MANEUVER

BEGINNING OF MANEUVER AT HORN OR BUFFET—RECOVER AT INITIAL HEADING & ALTITUDE

1. LEVEL FLIGHT 1. SIMULTANEOUSLY ADVANCE THE POWER 1. RETURN TO CRUISE FLIGHT
2. WING FLAPS—0° LEVER TO MAX TORQUE, REDUCE THE 2. CRUISE CHECKLIST—
3. HEADING BUG—SET PITCH ATTITUDE AS NECESSARY TO STOP COMPLETE
4. TORQUE—400-500 THE STALL WARNING, AND ROLL THE
5. MAINTAIN—ALTITUDE WINGS LEVEL.
6. TRIM—AS REQUIRED 2. AT A SAFE AIRSPEED—ROTATE NOSE TO
CLIMB PITCH ATTITUDE.
3. TRIM—AS NECESSARY

HORN
OR BUFFET

NOTE:
USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL MINIMIZE
THE ADVERSE YAW PRODUCED BY THE DOWN AILERON.

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Approach to Stall—Clean Configuration

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-11

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

BEGINNING OF MANEUVER APPROACH TO STALL AND RECOVERY COMPLETION OF MANEUVER

BEGINNING OF MANEUVER AT HORN OR BUFFET—RECOVER AT INITIAL HEADING & ALTITUDE

1. LEVEL FLIGHT 1. SIMULTANEOUSLY ADVANCE THE POWER 1. RETURN TO NORMAL CRUISE
2. WING FLAPS—30° LEVER TO MAX TORQUE, REDUCE THE PITCH 2. CRUISE CHECKLIST—
EX—LAND ATTITUDE AS NECESSARY TO STOP THE STALL COMPLETE
3. HEADING BUG—SET WARNING, AND ROLL THE WINGS LEVEL.
4. TORQUE—400-500 2. AT A SAFE AIRSPEED—ROTATE NOSE TO
5. ALTITUDE—MAINTAIN CLIMB PITCH ATTITUDE.
6. BANK—20° 3. WING FLAPS—RETRACT TO 10 AT 85 KIAS AND
7. TRIM—AS REQUIRED 0 AT 95KIAS
EX—RETRACT TO TO/APR AT 85 KIAS and
UP at 95 KIAS
4. TRIM—AS NECESSARY

HORN
OR BUFFET

NOTE:
USE THE RUDDER TO AID IN LEVELING THE WINGS. THIS WILL MINIMIZE
THE ADVERSE YAW PRODUCED BY THE DOWN AILERON.

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Approach to Stall—Landing Configuration

5-12 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

TOUCHDOWN
1. POWER LEVER—BETA RANGE
2. BRAKES—APPLY AS REQUIRED
3. CLEAR OF RUNWAY—AFTER LANDING CHECK
SHORT FINAL
1. AIRSPEED—80 KIAS
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
3. WING FLAPS—30°
EX—LND
4. RETARD POWER LEVER TO
IDLE DURING FLARE OR AT
TOUCHDOWN
EX—TO/APR

PATTERN ENTRY—1500 AGL

1. BEFORE LANDING CHECKLIST—
COMPLETE FINAL TURN
2. WING FLAPS—10°
EX—TO/APR 1. AIRSPEED—100 KIAS
3. TORQUE—AS REQUIRED 2. TORQUE—AS REQUIRED
4. AIRSPEED—120 KIAS OR BELOW

ABEAM LANDING POINT

1. AIRSPEED—120 KIAS
2. TORQUE—AS REQUIRED

BASE TURN
1. AIRSPEED—110 KIAS
2. TORQUE—AS NEEDED TO
MAINTAIN AIRSPEED
3. WING FLAPS—20°
EX—TO/APR

NOTE:
REFER TO APPROPRIATE CHARTS IN PILOT OPERATING HANDBOOK
FOR FINAL APPROACH AND TOUCHDOWN SPEEDS.

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Visual Approach—Normal

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-13

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

BASE VECTOR
1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10°
EX—TO/APR
3. AIRSPEED—120 KIAS
INITIAL VECTOR
1. BEFORE LANDING CHECKLIST—
COMPLETE
2. WING FLAPS—10°
EX—TO/APR
3. TORQUE—AS REQUIRED
4. AIRSPEED—120 KIAS

VECTOR TO INTERCEPT
1. TORQUE—AS REQUIRED FOR
ENROUTE TO IAF AIRSPEED CONTROL
2. WING FLAPS—10°
1. ATIS—CHECK EX—TO/APR
2. NAV AID—TUNE AND IDENTIFY 3. AIRSPEED—120 KIAS
3. DESCENT CHECK—COMPLETE

AT THE FINAL FIX

1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10°
EX—TO/APR
3. AIRSPEED—120 KIAS

MINIMUMS
WITH RUNWAY ENVIRONMENT IN SIGHT
1. AUTOPILOT—OFF (200 FT MINIMUM)
2. TORQUE—AS REQUIRED FOR LANDING
3. WING FLAPS—CONSIDERED
4. AIRSPEED—SLOWING

WITHOUT RUNWAY ENVIRONMENT IN SIGHT

1. SIMULTANEOUSLY APPLY TAKEOFF
POWER, ROTATE TO 7° NOSE UP,
AND DISCONNECT THE AUTOPILOT
2. AT A SAFE ALTITUDE—FLAPS UP
3. EXECUTE MISSED APPROACH PROCEDURE

NOTE:
FINAL LANDING CONFIGURATION AND AIRSPEED SHOULD BE
ESTABLISHED BEFORE FINAL APPROACH FIX PASSAGE, IF
PROXIMITY OF THE FINAL APPROACH FIX TO THE AIRFIELD
DICTATES.

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Precision Approach—Normal

5-14 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

OUTSIDE IAF
1. BEFORE LANDING CHECKLIST—
PROCEDURE TURN OUTBOUND
COMPLETE
2. WING FLAPS—10° 1. TORQUE—AS REQUIRED TO
EX—TO/APR MAINTAIN AIRSPEED
3. TORQUE—AS REQUIRED TO 2. WING FLAPS—10°
MAINTAIN AIRSPEED EX—TO/APR
4. AIRSPEED—120 KIAS 3. AIRSPEED—120 KIAS

PRIOR TO FINAL FIX

1. TORQUE—AS REQUIRED TO
ENROUTE TO IAF MAINTAIN AIRSPEED
2. WING FLAPS—10°
1. ATIS—CHECK EX—TO/APR
2. NAV AID—TUNE AND IDENTIFY 3. AIRSPEED—120 KIAS
3. DESCENT CHECK—COMPLETE 4. LANDING CHECKLIST—
COMPLETE

AT THE FINAL FIX

1. TORQUE—AS REQUIRED TO
MAINTAIN AIRSPEED
2. WING FLAPS—10°
EX—TO/APR
DECISION POINT 3. AIRSPEED—120 KIAS
OR 4. 1,000 FPM (MAX)
MINIMUMS

DECISION POINT OR MINIMUMS

WITH RUNWAY ENVIRONMENT IN SIGHT
1. AUTOPILOT—OFF (200 FT MINIMUM)
2. TORQUE—AS REQUIRED FOR LANDING
3. WING FLAPS—CONSIDERED
4. AIRSPEED—SLOWING
OR
WITHOUT RUNWAY ENVIRONMENT IN SIGHT
1. SIMULTANEOUSLY APPLY TAKEOFF
POWER, ROTATE TO 7° NOSE UP, AND
DISCONNECT THE AUTOPILOT
2. AT A SAFE ALTITUDE—FLAPS UP
3. EXECUTE MISSED APPROACH PROCEDURE

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Nonprecision Approach—Normal

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-15

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

OUTSIDE IAF RECOMMEND USING CATEGORY "B" MINIMUMS

1. BEFORE LANDING CHECKLIST—
COMPLETE
2. WING FLAPS—10°
EX—TO/APR PROCEDURE TURN OUTBOUND
3. AIRSPEED—120 KIAS 1. TORQUE—AS REQUIRED
4. TORQUE—AS REQUIRED 2. WING FLAPS—10°
EX—TO/APR
3. AIRSPEED—120 KIAS

PRIOR TO FINAL FIX

1. TORQUE—AS REQUIRED
2. WING FLAPS—10°
AT MINIMUMS EX—TO/APR
1. TORQUE—AS REQUIRED TO 3. AIRSPEED—120 KIAS
ARREST DESCENT
2. PITCH—ADJUST AS REQUIRED
3. SPEED—120 KIAS
4. MANEUVER WITHIN VISIBLITY
CRITERIA AT THE FINAL FIX
5. MAINTAIN MDA 1. TORQUE—AS REQUIRED FOR
AIRSPEED CONTROL
2. WING FLAPS—10°
EX—TO/APR
3. AIRSPEED—120 KIAS

THRESHOLD
90° 1. TORQUE—RETARD POWER
LEVER DURING FLARE OR LANDING ASSURED AND
AT TOUCHDOWN LINED UP WITH RUNWAY
15 SEC 1. TORQUE—600
2. WING FLAPS—CONSIDERED
3. AIRSPEED—SLOW TO
LANDING SPEED

ABEAM TOUCHDOWN POINT

1. TORQUE—1100
2. WING FLAPS—10°
EX—TO/APR
3. AIRSPEED—120 KIAS
4. MAINTAIN MDA UNTIL LANDING BASE TURN
ASSURED 1. TORQUE—AS REQUIRED
2. WING FLAPS—10°
EX—TO/APR
3. AIRSPEED—120 KIAS

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Circling Approach

5-16 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

MAXIMUM THRUST

SAFE ALTITUDE & AIRSPEED

1. WING FLAPS—RETRACT
2. ENROUTE CLIMB CHECK—
COMPLETE

FINAL APPROACH
1. BEFORE LANDING CHECKLIST— INITIAL CLIMB
COMPLETE
2. LANDING CHECKLIST— 1. POWER LEVER—ADVANCE FOR
COMPLETE TAKEOFF POWER
2. PITCH—ROTATE NOSE SMOOTHLY
TO 7° NOSE UP
3. AIRSPEED—80 KIAS (MIN)

SAFE ALTITUDE
"GO-AROUND"

AIRPORT

Flight Training Maneuvers – Cessna 208 Series (1 August 2017 – Original)

Missed Approach—From Precision Approach

Revision 0.9 FOR TRAINING PURPOSES ONLY 5-17

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 6
CREW RESOURCE MANAGEMENT

CONTENTS

Page
WHAT IS CREW RESOURCE MANAGEMENT?............................................................... 6-1
SITUATIONAL AWARENESS.............................................................................................. 6-2
COMMAND AND LEADERSHIP........................................................................................ 6-3
COMMUNICATION PROCESS............................................................................................ 6-4
Communication Techniques: Inquiry, Advocacy, and Assertion..................................... 6-5
DECISION-MAKING PROCESS.......................................................................................... 6-5
THE HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD........... 6-8

Revision 0.9 FOR TRAINING PURPOSES ONLY 6-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

WHAT IS CREW
RESOURCE
MANAGEMENT?
The Federal Aviation Administration describes Reading accident reports, it often seems that the
Crew Resource Management (CRM) as “the flight crew’s problems are easily solved. That
effective use of all resources to achieve safe and preventing an accident seems so simple in hind-
efficient flight operations.” Introduced in the sight, but so challenging in practice, highlights
late 1970s in response to several high-­profile that the critical difference between reading about
accidents caused by human error, CRM is a an accident and being in one is a matter of the
set of skills designed to avoid, detect, and/or quality of information. When reading about the
mitigate human error and thus enhance safety. accident, you have access to much better infor-
mation than the accident crew—not the least
Originally known as cockpit resource manage- of which is that the current course of action is
ment, the name was soon changed in recognition going to lead to an accident! If you have the right
of the role that additional crewmembers, main- information, knowing what to do is a lot easier.
tenance technicians, flight attendants, air traffic
controllers, dispatchers, schedulers, and line ser- Seen from this perspective, we can see that
vice personnel play in achieving safety of flight. CRM is a method of information management.
Used properly, each CRM skill produces the
CRM was not designed to reduce the author- information that the flight crew needs for effec-
ity of the pilot in command; rather, it was tive decision making.
developed as a means to assist with situational
awareness and decision making to increase Most experts agree that a highly coordinated
safety margins and achieve accident- and inci- crew using a standardized set of procedures is
dent-free flight operations. more likely to identify and avoid errors.

Revision 0.9 FOR TRAINING PURPOSES ONLY 6-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Effective communication and the use of brief- Dr. Mica Endsley, a leading CRM researcher,
ing and debriefing are tools that can be used describes situational awareness (SA) as “the
to build the “team concept” and maintain situ- perception of the environmental elements
ational awareness. Utilizing a standard set of within a volume of time and space, the compre-
callouts provides a means to incorporate CRM. hension of their meaning, and the projection
Standardization keeps all crewmembers “in the of their status in the near future.” This defini-
loop” and provides an opportunity to detect an tion makes it possible to determine just where
error early on, before it has an opportunity to SA goes wrong.
build into an accident chain.
A study of errors in SA found that 77% of the
Prof iciency in CRM requires all crewmem- time, a failure of situational awareness is due
bers to have a working knowledge of how to to a problem with perceiving the environment.
maintain situational awareness, techniques for Approximately 20% of the time the error lies
decision making, desirable leadership and fol- within the comprehension stage, and only 3%
lowership characteristics, cross-checking and of the time will the error be found in the pro-
monitoring techniques, means of fatigue and jection stage. These findings tell us that if we
stress management, and ­communication. are to maintain good SA, we must take special
care to maintain our ability to perceive the
CRM training is an important part of your environment around us. Figure 6-1 lists strate-
FlightSafety training experience. Throughout gies to prevent a loss of SA, markers that may
your training event, your instructor will p­ rovide indicate a loss of SA, and a strategy to recover
general CRM guidance as well as i­dentify your SA if it is lost.
CRM issues, philosophies, and techniques that
are specif ic to the aircraft you fly. To ­a ssist The problem with losing situational awareness
with this, the FlightSafety CRM model has is that often one is not aware that SA has been
been incorporated into this training guide. The lost. The markers, or “red flags,” listed in Fig-
model can be used as a guide or a refresher ure 6-1 are clues that you may be losing SA.
on how to incorporate CRM principles into If you notice one or more of the markers are
your day-to-day line operations. This model is present, you should take steps to ensure that
not intended to replace a formalized course of your SA is as good as you think it is. The U.S.
CRM instruction, and attendance at a CRM- National Transportation Safety Board (NTSB)
specific course is highly recommended. has found that accidents are accompanied by
a minimum of four loss of SA markers, often
without the crew being aware that SA was lost.
SITUATIONAL Training yourself to notice these markers is
time well spent.
AWARENESS
If situational awareness is lost, it will take time
Situation awareness is a fundamental CRM to recover it. Of the steps listed for recovery of
concept. Often described as “knowing what’s SA, none is so important as to ensure the safety
going on around you,” the loss of situational of the aircraft. In flight, this means making sure
awareness is often identified as a causal factor that the aircraft is at or above the minimum safe
in an incident or accident. Collective ­situational altitude. If SA is lost during ground operations,
awareness is a measurement of the total situ- the crew should ensure that they are clear of
ational awareness among all m ­ embers involved runways and endeavor to set the parking brake.
in the operation. Open, timely, and accurate
communication is required to maintain a high Maintaining situational awareness requires
level of collective situational awareness. a constant state of vigilance. Complacency
has often been the precursor to a loss of situ-
ational awareness.

6-2 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

COMMAND AND
SITUATIONAL AWARENESS LEADERSHIP
How to Prevent Loss of SA
• Delegate during high workloads Command and leadership is not the same thing.
• Express concern and solicit information if in Command is designated by an organization, and
doubt cannot be shared. Leadership, however, can,
• Monitor, evaluate, and verbalize and should be, practiced by anyone. Effective
• Focus on relevant details (scan the big picture) leadership should focus on “what’s right,” not
• Project ahead and consider contingencies on “who’s right.”
• Create visual/aural reminders if interrupted
• Know the “red flags” for degraded situational Leadership styles range from “autocratic” to
awareness “laissez-faire.” An autocratic leadership style
Red Flags exercises a high degree of control and allows a
• Undocumented procedures
low degree of participation from team m
­ embers
• Need to hurry / last-minute changes
in reaching decisions. A laissez-faire leader-
• Fatigue
ship style exercises a low degree of control
• Ambiguity – information from two or more
and allows a high degree of participation from
sources that do not agree
team members. Effective leaders tend to be
• Fixation – focusing on one thing
less extreme, relying on either authoritarian or
• Confusion or uncertainty about a situation
democratic leadership styles.
(often accompanied by anxiety or psychological
discomfort)
There is no “ideal” or “best” leadership style.
• Unexpected change in aircraft state – anything
An immediate crisis might require authori-
the airplane does that you were not expecting tarian leadership, to ensure stability and to
• Failure to: reassure other crewmembers, while other situ-
○ Fly the aircraft – everyone is focused on ations might be handled more effectively by
non-flying activities encouraging crew participation in the decision-­
○ Look outside – everyone is heads-down making process.
○ Meet expected checkpoints on flight plan or
profile ETA, fuel burn, etc.
○ Comply with limitations, minimums,
regulations, SOPs, etc.
○ Resolve discrepancies
○ Communicate fully and effectively – vague or
incomplete statements

What to Do When SA Is Lost

• Recognize and admit
• ACHIEVE SAFE ALTITUDE
• Stabilize the aircraft
• Create time and space
• Seek information – aural / visual / intuition
• Resolve uncertainty / ambiguity
• Ask why SA was lost
• Avoid critical flight segments until ready

Figure 6-1. Situational Awareness

Monitoring

Revision 0.9 FOR TRAINING PURPOSES ONLY 6-3

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

COMMUNICATION Communication may be verbal, non-verbal, or

written. Written communications in the cockpit
PROCESS include symbolic messages and indications that
are electronically transmitted and displayed.
Communication is an important tool for main-
taining situational awareness. Many of the The communication process has three elements:
accidents that led to the implementation of CRM a sender, a receiver, and feedback. The sender
happened because of a lack of information. An and receiver have different responsibilities. The
NTSB study of air carrier accidents found that sender, sensing some need to communicate,
84% of the time the information that could have is responsible for transmitting a message in a
helped prevent the accident was available to the way that is comprehensible to the receiver. If
flight crew, but was either not noticed or not the receiver does not comprehend the message,
communicated effectively. Effective communica- the sender should determine why the message
tion requires the ability to provide appropriate was not understood, and f ind a way to send
information, at the appropriate time, to the the message that is more understandable. The
appropriate person (Figure 6-2). receiver is responsible for indicating receipt of

Figure 6-2. Communication Process

6-4 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

the message by giving the sender appropriate COMMUNICATION

feedback. If the message is understood, the TECHNIQUES: INQUIRY,
receiver indicates this; if the message is not
understood, the receiver helps the sender by ADVOCACY, AND ASSERTION
giving feedback that indicates why the message Inquiry, advocacy, and assertion can be effec-
wasn’t understood. tively used in the aviation environment to help
solve communication problems.
Barriers to communication limit our ability to
maintain collective situational awareness and Each item is a step in the process. The steps
can compromise our ability to maintain our provide a metaphor that emphasizes the prin-
personal situational awareness. ciple of escalation. In other words, a person
must f irst practice inquiry, then advocacy,
Communication barriers can be internal or then assertion.
external. Internal barriers can change our per-
ception of the value of communicating and A person practicing assertiveness is not trying
also how we communicate. For example, if one to be insubordinate or disrespectful; rather,
member of the crew believes that what they have assertion is an expression of the fact that a level
to say doesn’t matter, then they will be reluctant of discomfort exists with a particular situation.
to communicate with other crew members. Assertion is an attempt to seek resolution.
External communication barriers, such as over- The goal of inquiry is to increase individual
crowded radio frequencies, can interfere with situational awareness, the goal of advocacy is
the sender’s ability to transmit a message, or to increase collective situational awareness, and
with the receiver’s ability to transmit feedback. the goal of assertion is to reach a ­conclusion.
Differences in language or dialect can also
become external barriers to communication.

CRM provides three techniques for overcoming DECISION-MAKING

communication barriers: PROCESS
• Inquiry—A technique for increasing your
own situational awareness People make decisions using optimum or natu-
• Advocacy—A technique for increasing ralistic decision-making strategies. Neither
someone else’s awareness strategy is inherently better than the other—
each style has its own strengths and weaknesses
• Assertion—A technique for getting your that a person needs to understand to employ
point across them successfully.
When conflict on the flight deck interferes Optimum decision making is most useful
with communication, it usually originates from when a person does not have the information
one pilot’s tendency to make “solo” decisions. or expertise necessary to make a decision. The
Avoid this kind of conflict by focusing your strength of this strategy is its ability to gather
questions and comments on WHAT is right, and organize information and to carefully con-
rather than on WHO is right. sider many possible outcomes. This makes it
particularly good for new or unusual situa-
tions, or for when it is very important that the
best possible, or optimum, decision be made.
Its main drawback is that its deliberate and
controlled process requires time and structure
(Figure 6-3).

Revision 0.9 FOR TRAINING PURPOSES ONLY 6-5

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Figure 6-3. Optimum Decision Making

In contrast, the strength of naturalistic decision The cartoon in Figure 6-4 illustrates these two
making is that it requires very little time and styles. Both cavemen are responding to the same
structure. The naturalistic decision flows intui- problem—a sabre-toothed tiger—but have taken
tively from on the decision maker’s experience different approaches to making their decisions.
and understanding of the situation. The goal
isn’t the best possible decision, but a decision One caveman, no doubt having some expe-
that is good enough, one that works, satisfying rience with tigers, knows that running is a
the decision maker’s needs. It relies heavily on good plan (particularly if he can out-run the
the situational awareness and experience of the other guy!). He has used naturalistic decision
decision maker. If either is lacking, naturalis- ­m aking, recognizing the problem and imple-
tic decision making can lead to bad decisions. menting a solution that should work.
Despite this, the majority of decisions are made
using the naturalistic strategy. Our other caveman, perhaps wanting to make
the best possible decision (after all, it is very
The key to success with either decision-­making important to get this decision right), is thinking
strategy is to make sure you have what the strat- all of his options through. Unfortunately, he
egy requires to work. If you suspect that your may not have the time to complete the optimum
SA may be lacking, then use optimum decision decision-making process before the tiger has
making. If you understand the situation, and his dinner.
time is of the essence, than naturalistic decision
making will give you better results.

6-6 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Figure 6-4. Optimum vs Naturalistic Decision Making

One should not draw from the cartoon the Decision-making aids, such as T-DODAR,
conclusion that optimum decision making is can be very useful in decision making. While
bad—it is simply that he lacked the time nec- they do take some time to master, once you
essary for the process. If adequate time were can recall them without effort they can help to
available, then he may have arrived at a very organize your thoughts and actions in difficult
good decision indeed! On the other hand, if we situations and ensure that nothing is forgotten.
imagine that this one tiger was tame, but our T-DODAR stands for:
tall caveman didn’t know it, then his decision
to run, based on faulty situational awareness, • Time: How much time do you have before
has led to an incorrect decision to run. The you must make the decision? Can you take
key in all of this is to know when to use each more time?
decision-making strategy and to make sure you • Diagnose: What is the problem?
have what you need to be successful at it. • Options: What can be done about it?
• Decide: Which option will you choose?
• Act/Assign: Carry out your chosen plan of action.
• Review: Is the plan working as expected?

Revision 0.9 FOR TRAINING PURPOSES ONLY 6-7

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

THE HUMAN FACTORS: RESOURCE MANAGEMENT

ASSESSMENT CARD
The Human Factors: Resource Management Assessment card is meant to aid the human factors
training at FlightSafety International (Figure 6-5).

1SJWBUF

$POGJEFOUJBM
5P
CF
TISFEEFE
CZ
'MJHIU4BGFUZ
BGUFS
VTF
HUMAN FACTORS: RESOURCE MANAGEMENT ASSESSMENT CARD

NAME: DATE:

Assessment:
Action Goal Desirable Qualities ID/G/EX/NA/DNO
Self Instructor
• Concise, not rushed, and met SOP
The required briefing was interactive
SOP BRIEFING requirements
and operationally thorough
• Bottom lines were established
Operational plans and decisions were • Shared understanding about plans –
PLANS STATED
communicated and acknowledged “Everybody on the same page”
WORKLOAD Roles and responsibilities were defined • Workload assignments were
ASSIGNMENT for normal and non-normal situations communicated and acknowledged
• Threats and their consequences were
CONTINGENCY Crew members developed effective anticipated
MANAGEMENT strategies to manage threats to safety • Used all available resources to manage
threats
Crew members actively monitored and
MONITOR/ • Aircraft position, settings, and crew
cross-checked systems and other crew
CROSS-CHECK actions were verified
members
Operational tasks were prioritized and
WORKLOAD • Avoided task fixation
properly managed to handle primary
MANAGEMENT • Did not allow work overload
flight duties
Crew members remained alert of the
• Crew members maintained situational
VIGILANCE environment and position of the
awareness
aircraft
• Automation setup was briefed to other
Automation was properly managed to
AUTOMATION members
balance situational and/or workload
MANAGEMENT • Demonstrated effective recovery
requirements
techniques from automation anomalies
• Crew decisions and actions were openly
EVALUATION OF Existing plans were reviewed and
analyzed to make sure the existing plan
PLANS modified when necessary
was the best plan
Crew members asked questions to • Crew members not afraid to express a
INQUIRY investigate and/or clarify current plans lack of knowledge – “Nothing taken for
of action granted” attitude
Crew members stated critical
• Crew members spoke up without
ASSERTIVENESS information and/or solutions with
hesitation
appropriate persistence
COMMUNICATION Environment for open communication • Good cross talk – flow of information
ENVIRONMENT was established and maintained was fluid, clear and direct
Captain showed leadership and • In command, decisive, and encouraged
LEADERSHIP coordinated flight deck activities crew participation
ID= Improvement Desired G=Good EX=Exceptional NA=Not Applicable DNO=Did Not Observe

DISCLAIMER: This document is toFigure 6-5. as aHF:

be used strictly RMA
training Card
aid for the client and the instructor of
record. Instructor is to collect this document after final debrief and place in the locked bins for shredding.

These commodities, technology or software were exported from the United States in accordance with the Export Administration
Regulations. Diversion contrary to U.S. law is prohibited.
Revision 0.4 FlightSafety International Proprietary Information. All Rights Reserved. Page 1
6-8 FOR TRAINING PURPOSES ONLY Revision 0.9
 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 7
HANDOUTS

CONTENTS

Page
CARAVAN G1000 675 AND CARAVAN G1000 EX DIFFERENCES................................ 7-1
CARAVAN G1000 WEIGHT AND BALANCE RECORD................................................... 7-3
Sample Loading Problem—Model 208B G1000............................................................ 7-3
Center of Gravity Moment Envelope.............................................................................. 7-4
RADAR POSITIONS............................................................................................................. 7-5
SAIB CE-10-11 CB RESET................................................................................................... 7-6
PILOT WINDSHEAR GUIDE ABRIDGEMENT OF AC 00-54 (11/25/88)......................... 7-9
Precautions.................................................................................................................... 7-12
Windshear Symptoms.................................................................................................... 7-14
Windshear Recognition................................................................................................. 7-15
Bad Techniques.............................................................................................................. 7-17
Executive Summary....................................................................................................... 7-18

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CARAVAN G1000 675 AND CARAVAN G1000 EX

DIFFERENCES
G1000 675 G1000 EX
Ramp Weight • 8785 • 8842

Takeoff Weight • 8750 • 8807

• With Fairing: Ground Ops: +42°C
from Sea Level to 5,000 feet; ISA
+37°C above 5,000 feet
• Ground OPs: +53°C from Sea
Level to 5,000 feet; ISA +37°C • With Fairing: Flight Ops: ISA +37°C
OAT Limits above 5,000 feet from Sea Level to 25,000 feet
• Flight Ops: ISA +35°C from Sea • Pod: +47°C from sea level to 5,000
Level to 25,000 feet feet ISA +39°C above 5,000 feet
• Pod: ISA +39°C from sea level to
5,000 feet
• Fails open
• Fails closed
Bleed Air Flow • Turn off bleed air switch before
Control Valve • Turn off bleed air switch before
engine start and close temperature
engine start
control knob
115 VAC Power Outlets • Not available • Offered as an option
• 300 amp generator provisions • 300 amp generator provisions
not included unless 300 amp standard on all EX regardless of
generator is installed 200 or 300 amp generator
Generator • No ground or flight limits for 200 • Ground and flight limits for 200
amp generator amp generator
• No additional limits for 300 amp • Additional ground and flight limits
generator for 300 amp generator
Passenger Seats • Shoulder harness fixed • Shoulder harness detachable
• Up, 10°, 20°, & Full positions • Up, TO/APR, & Land positions
Flaps
• No gated flap selector • Gated flap selector
• Flap motor energized when norm/
• Flap motor energized continuously
Standby Flaps stby switch is placed in standby
• No gated flap selector
• Gated flap selector
Fuel Condition Lever • No high idle gate • High idle gate

Toe Brakes • No return spring • Return Spring

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

G1000 675 G1000 EX

• EPA Can • Ecology Tank
• Fuel filter & bypass indicator on • Fuel filter & pop up indicator
firewall located above oil-to-fuel heater
Fuel System
• No motive flow shutoff valve • Motive flow shutoff valve
• Fuel Press Low trigger, 4.75 psi • Fuel Press Low trigger, 2.5 psi
• Firewall fuel shutoff • Fuel/Oil shutoff
• Incandescent • LED
• White nav light on tail stinger • White nav light on wing tips
• No backlighting for left sidewall • Backlit left sidewall switch & circuit
switch & circuit breaker panel breaker panel
Lighting
• No backlighting for power pedestal • Backlit power pedestal
• No backlighting for overhead panel • Backlit overhead panel
• No downwash lights on front of • Downwash lighting on front of
power pedestal power pedestal
• 3rd knob from left labeled • 3rd knob from left labeled
SW/CB PNLS/ANNUN LED PANELS/ANNUN
• 4th knob from left labeled • 4th knob from left labeled
Rheostats
CB/PED/OVHD LEFT FLOOD
• 5th knob from left labeled • 5th knob from left labeled
LEFT FLOOD CENTER FLOOD
• No XM wireless remote
• XM wireless remote
• Torque redline static at 1865 or
• Torque redline is dynamic
Garmin 1970
• EIS reflects markings for 867 SHP
• EIS reflects markings for 675 SHP
turbine
turbine
• McCauley aluminum propeller • Hartzell aluminum propeller
Propeller
standard standard
• PT6A-114A • PT6A-140
• No torque limiter • Torque limiter
• No oil sight gauge • Oil sight gauge
• Oil-to-fuel heater located at the • Oil-to-fuel heater located at the
12 O’clock position 6 O’clock position
Powerplant
• Standby torque gauge set to • Standby torque gauge set to
675 SHP turbine 867 SHP turbine
• ADAS ETM • FAST ETM
• Smaller oil cooler • Larger oil cooler
• 675 limitations • 867 limitations
• Amber/Green arcs on fuel tank • No Amber/Green arcs on fuel tank
MISC
selectors selectors

7-2 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CARAVAN G1000 WEIGHT AND BALANCE RECORD

SAMPLE LOADING
SAMPLE LOADINGPROBLEM—MODEL 208B
PROBLEM - MODEL 208B G1000
G1000

(CARGO LOADING SHOWN) SAMPLE YOUR

(TKS TANK INSTALLED) AIRPLANE AIRPLANE
WEIGHT MOMENT WEIGHT MOMENT
(LBS.) (LB.- (LBS.) (LB.-
IN./1000) IN./1000)
1. Basic Empty Weight (Use the data pertaining to your air-
plane as it is presently equipped. Includes unusable fuel
and full oil). 4936 926.6
2. Usable Fuel (332 Gal. Maximum) ..................................... 2224 451.7
3. Pilot (Seat 1) (STA. 133.5 to 146.5) 170 23.1
4. Front Passenger (Seat 2) (STA. 133.5 to 146.5)
5. Aft Passengers (Commuter Seating):
STA. 173.9..................................................................
STA. 209.9..................................................................
STA. 245.9..................................................................
STA. 281.9..................................................................
6. Baggage/Cargo (Cabin Locations):
Zone 1 (STA. 155.40 to 188.70)................................. 51 8.8
Zone 2 (STA. 188.70 to 246.80)................................. 416 90.6
Zone 3 (STA. 246.80 to 282.00)................................. 200 52.9
Zone 4 (STA. 282.00 to 307.00)................................. 200 58.9
Zone 5 (STA. 307.00 to 332.00)................................. 200 63.9
Zone 6 (STA. 332.00 to 356.00)................................. 50 17.2
7. Baggage/Cargo (Cargo Pod Locations):
Zone A (STA. 100.00 to 154.75) ................................ 50 6.6
Zone B (STA. 154.75 to 188.47) ................................ 50 8.6
TKS Fluid (STA. 188.47 to 209.35) 138 27.0
Zone C (STA. 209.35 to 257.35) ................................ 50 11.7
Zone D (STA. 257.35 to 332.00) 50 14.4
8. RAMP WEIGHT AND MOMENT ...................................... 8785 1762.0
9. Fuel allowance (for engine start, taxi and runup) -35 -7.0
10. TO WEIGHT AND MOMENT
(Subtract Step 9 from Step 8) ........................................... 8750 1755.0
11. Locate this point (8750 at 1755.0) on the Center of Gravity Moment Envelope, and since this point falls
within the envelope, the loading is acceptable.
NOTE
Refer to Weight and Moment Tables for weight and moment of crew, passengers, usable fuel, and cargo
being carried. Refer to Loading Arrangement Diagram for aft passenger seating arrangements.

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-3

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CENTER OF GRAVITY MOMENT ENVELOPE

7-4 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

RADAR POSITIONS
Parked Position
Step 1: Range at 40 miles
Step 2: Tilt down for ground return at 20 miles

Threat Identification Position

Step 1: Parked position
Step 2: Present AGL / 2,000
Example 10,000 / 2,000 = 5
Step 3: Add to present tilt setting
Example D5.0 + 5.0 = 0.0

Height Evaluation Position

Step 1: Tilt up to top of storm cell
Step 2: Range x 100 (1* of radar beam width at 1 mile) x change in tilt
Example 20 x 100 x 5 = 10,000
Step 3: Add present AGL
Example 10,000 + 10,000 = 20,000 (storm cell top)

Threat Identification Position

Step 1: T ilt down for ground return at 1 mile for every 1000 feet AGL
Example 14,000 AGL—Ground return should start at 14 miles
Step 2: Add 6 degrees to present tilt setting
Example D5.0 + 6.0 = 1.0

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-5

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

SAIB CE-10-11 CB RESET

FAA SPECIAL AIRWORTHINESS

Aviation Safety INFORMATION BULLETIN
SAIB: CE-10-11
SUBJ: Electrical: Fire Hazard in Resetting Circuit Breakers (C/Bs) Date: December 23, 2009
This is information only. Recommendations aren’t mandatory.

Introduction

This Special Airworthiness Information Bulletin (SAIB) advises pilots, owners, maintenance
personnel, and operators of an airworthiness concern on all 14 CFR, part 23/Civil Air Regulations
(CAR 3) airplanes. It gives best practices regarding tripped circuit breakers (C/B), inspection and
maintenance of systems, and aging wires. There is a potential hazard when resetting an opened
circuit breaker.

At this time, this airworthiness concern is not considered an unsafe condition that would warrant an
airworthiness directive action under Title 14 of the Code of Federal Regulations (14 CFR), part 39.

Background

On a flight in the accident airplane, the day before an accident, a pilot had a weather radar failure and
a burning smell in the airplane. In response, the pilot turned off the weather radar and manually
pulled the related circuit breaker. The burning smell went away according to the pilot’s entry in the
airplane’s maintenance discrepancy binder. The pilot continued the flight with the circuit breaker
pulled for another hour.

The next day it is likely the pilots reset the weather radar C/B, restoring power to the weather radar
system wiring. This is consistent with routine or the “Before Starting Engines” checklist. Then 10
minutes after takeoff, they announced a problem and crashed about two minutes later. The National
Transportation Safety Board (NTSB) determined that the most likely failure was from the weather
radar and its associated wiring, which would be possible only if that crew reset the weather radar
circuit breaker.

Current guidance for part 25, Transport Airplanes in AC 25-16, Electrical Fault and Fire Prevention
and Protection that has been accepted for small airplanes, is to recommend that no pilot should reset
any circuit breaker more than once. In the accident airplane, we do not know if the circuit breaker
tripped again but, if it did, it was after an uncontrollable fire was started.

Recommendations

We recommend that all airplane owners and operators do the following:

The rules, either CAR 3, § 3.691 or 14 CFR part 23, § 23.1357, require the C/Bs that are essential for
safety in flight be located and marked so they can be reset in flight. The rules do not require
segregation of non-essential C/Bs. This SAIB references the most current “best practices” for circuit
breakers, the electrical system and aging wiring. It is important to note that many older aircraft may
have little or no guidance on resetting policy in their airplane flight manuals.

1. Mark those essential for safety in flight.

2. “Essential” C/Bs should be reset in flight only once:

1
7-6 FOR TRAINING PURPOSES ONLY Revision 0.9
 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

a. after at least one minute;

b. if there is no remaining smoke or “burning smell”; and

c. the affected system and equipment is needed for the operational environment.

3. Do not reset any non-essential C/Bs in flight.

4. Revise the preflight checklist to delete “Circuit breakers-In” if applicable and insert: “Check
circuit breakers and if a circuit breaker is not set, do not reset the circuit breaker if there is a
related maintenance malfunction.”

Essential for Safety In Flight C/Bs

For a Day VFR-Only approved airplane, there may be no essential functions that require electrical
power. However, it may be necessary to supply power for certain communication capacities.

For other types of operating approvals, consider the following for providing power. Assuming
operations under IFR conditions for 14 CFR part 91 or part 135 operations, consider the following
systems as essential for safety:

1. Any electrical loads unique for the airplane characteristics and needed for continued safe
flight and landing for the intended operations.

2. If needed to comply with 14 CFR §§ 23.1323 and 23.1325, one airspeed indicator with a
heated pitot tube and an altimeter with either a heated static pressure source or an alternate
static pressure source.

3. The magnetic compass and any display necessary for continued safe flight and landing that is
sufficiently illuminated for night operation.

4. One navigation system installation appropriate to the ground facilities.

5. One communication installation system.

6. One gyroscopic pitch and bank indicator.

7. One clock.

8. Any display for the powerplant parameter necessary for continued safe flight and landing.

The following items should be reviewed by pilots during initial and recurrent training and flight
reviews:

1. Review the circuit breaker reset policy in Advisory Circular (AC) 120-80, In-Flight Fires.

2. A tripped circuit breaker should not be reset in flight unless doing so is consistent with
explicit procedures specified in an approved operating manual or airplane flight manual, or
unless, in the judgment of the pilot in command, resetting the breaker is necessary for safe
completion of the flight.

3. While on the ground, avoid resetting circuit breakers without first exploring reasons for them
“tripping” in the first place, unless instructed by the maintenance manual.

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-7

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

4. Review the indications of hidden fires and the importance of not arbitrarily resetting circuit
breakers.

5. Review the actions required by 14 CFR Section 91.213 dealing with inoperative instruments
and equipment.

6. Include this SAIB in initial and recurrent training and flight reviews.

The following items should be reviewed by maintenance personnel:

1. Conduct an electrical load analysis, or make electrical measurements that account for all
electrical loads in probable combinations when installing additional electrical devices.

2. Review standard wiring practices including, but not limited to, wire size, splicing,
routing/clamping issues, loop bend radius, and terminal condition.

3. Replace wires that show evidence of damage due to chafing, fraying, contamination,
moisture, dirt, cracks, overheating, or are crashed or kinked.

For Further Information Contact

Leslie B. Taylor, Aerospace Engineer, Federal Aviation Administration, Small Airplane Directorate,
901 Locust Street, Room 301, Kansas City, MO 64106; phone: (816) 329-4134; fax: (816) 329-
4090; e-mail: leslie.b.taylor@faa.gov.

7-8 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

PILOT WINDSHEAR GUIDE

ABRIDGEMENT OF AC 00-54 (11/25/88)
During the period from 1964 to 1986, at least 32 accidents and incidents have occurred in which
windshear was identified as a contributing factor. These accidents and incidents resulted in over 600
fatalities and nearly 250 injuries.

Severe windshear is defined as a rapid change in wind direction or velocity causing airspeed changes
greater than 15 knots or vertical speed changes greater than 500 feet per minute.

Number of
Weather System %
Windshear Events*
Convective Storms (Thunderstorms, Rain/Snow Showers) 33 65%

Front 7 14%

Strong Surface Winds 2

Unstable (turbulent) Air 2

Strong winds on Top of Temperature Inversion 1

Sea Breeze Front 0

Mountain Wave 0

Unknown 6 12%

Total 51

*Event − accident or incident

A great majority of windshear accidents and incidents are from convective activity (65% in the chart
above). When discussing windshear, instructors tend to focus on microbursts because they are the
least predictable and most powerful form of windshear.

The primary lesson learned is that the best defense

against windshear is to avoid it altogether.

Avoidance may only involve delaying departure or approach for 10 to 20 minutes since this is the
typical time required for microburst dissipation.

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

A microburst can occur anywhere convective weather conditions (thunderstorms, rain showers,
virga) occur. Observations suggest that approximately 5% of all thunderstorms produce a microburst.
Downdrafts associated with a microburst are typically only a few hundred to 3000 feet across. When
the downdraft reaches the ground, it spreads out horizontally and may form one or more horizontal
vortex rings around the downdraft. The outflow region is typically 6,000 to 12,000 feet across. The
horizontal vortices may extend to over 2,000 feet AGL.

Conditions associated with these vortices may produce very powerful updrafts and roll forces in
addition to downdrafts. More than one microburst can occur in the same weather system. Microbursts
typically dissipate within 10 to 20 minutes after ground contact. Doppler radar wind measurements
indicate that the wind speed change a pilot might expect when flying through the average microburst
at its point of peak intensity is about 45 knots. However, microburst wind speed differences of almost
100 knots have been measured. In fact, a severe event at Andrews Air Force Base on August 1, 1983
indicated headwind/tailwind differential velocities near 200 knots.

Symmetric Microburst
An airplane transiting the microburst would experience equal headwinds and tailwinds.

7-10 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Table 1. MICROBURST WINDSHEAR PROBABILITY GUIDELINES

PROBABILITY OF
OBSERVATION WINDSHEAR
PRESENCE OF CONVECTIVE WEATHER NEAR INTENDED LIGHT PATH:
With localized strong winds (Tower reports or observed blowing dust, rings
HIGH
of dust, tornado-like features, etc.)
With heavy precipitation (Observed or radar indications of contour, red, or
HIGH
attenuation shadow)
With rain shower MEDIUM
With lightning MEDIUM
With virga MEDIUM
With moderate or greater turbulence (reported or radar indications) MEDIUM
With temperature/dew point spread between 30 and 50 degrees Fahrenheit MEDIUM
ONBOARD WINDSHEAR DETECTION SYSTEM ALERT (reported or observed) HIGH
PIREP OF AIRSPEED LOSS OR GAIN:
15 knots or greater HIGH
Less than 15 knots MEDIUM
LLWAS ALERT/WIND VELOCITY CHANGE:
20 knots or greater HIGH
Less than 20 knots MEDIUM
FORECAST OF CONVECTIVE WEATHER LOW
ATIS "WINDSHEAR ADVISORIES ARE IN EFFECT" MEDIUM+

NOTE
 These guidelines apply to operations in the airport vicinity (within 3 miles of the
point of takeoff or landing along the intended flight path and below 1000 feet AGL).
The clues should be considered cumulative. If more than one is observed the
probability weighting should be increased. The hazard increases with proximity to
the convective weather. Weather assessment should be made continuously.

CAUTION
 CURRENTLY NO QUANTITATIVE MEANS EXISTS FOR DETERMINING THE
PRESENCE OR INTENSITY OF MICROBURST WINDSHEAR. PILOTS ARE URGED
TO EXERCISE CAUTION IN DETERMINING A COURSE OF ACTION.

The decision diagram (Figure 25) on the following page is useful after you have evaluated the weather
using Table 1 above.

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-11

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Evaluate the Weather

Any Signs of
Windshear?

YES Avoid Known Windshear

NO Is It Safe to NO
Continue?

YES

Consider Precautions

Follow Standard Operating

Techniques

Windshear Recovery Technique

Report the Encounter

Figure 25. Model of Flight Crew Actions

Note that “Consider Precautions” is one of the boxes in Figure 25. Below is some information on
what precautions you can use. Particularly important is the discussion on using increased rotation/
climb or approach speeds:

PRECAUTIONS
These precautions include consideration of thrust setting, runway selection, flaps selection, airspeed,
use of autopilot, autothrottle, and flight director. Use of precautions should not bias a go/no go deci-
sion in the go direction.

Takeoff
Studies of available takeoff flap setting showed that the greater flap setting provided the best per-
formance for windshear encounters on the runway. However, lesser flap settings show the best
performance for in-air windshear encounters. It must be pointed out that the performance difference
between flap settings is small. Increased airspeed: delay rotation to a higher airspeed (calculate max
takeoff weight for the runway and use those speeds). Initiating rotation no later than 2,000 feet from

7-12 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

the end of the usable runway surface reduces the probability of overrun and maximizes the available
energy after liftoff. If field length limit rotation speed is greater than actual gross weight rotation
speed, use the higher rotation speed (up to 20 knots in excess of the actual gross weight rotation
speed) for takeoff. Airspeed bugs should not be reset to the higher speeds.

WARNING

If windshear is encountered at or beyond the actual gross

weight (bug) rotation speed, do not attempt to accelerate to
the increased rotation speed, but rotate without hesitation. In
no case should rotation be delayed beyond 2,000 feet from
the end of the usable runway surface.

• Use maximum rated thrust.

• Use longest suitable runway.
• Consider using recommended flap setting.
• Consider using increased rotation/climb or approach airspeed.
• Do not use speed referenced flight director.

Approach
In a potential windshear environment, a stabilized approach should be established no later than 1,000
feet AGL to improve windshear recognition capability. Minimize thrust reductions. Use the most
suitable runway that avoids the area of suspected windshear and is compatible with crosswind and
tailwind limitations. A precision (instrument) approach and other aids to glide slope monitoring (VASI,
etc.) are also desirable as they can enhance windshear recognition by providing timely, accurate flight
path deviation information. Increased airspeed on approach improves climb performance capability
and reduces the potential for flight at stick shaker during recovery from an inadvertent windshear
encounter. If available landing field length permits, airspeed may be increased up to a maximum of 20
knots. This increased speed should be maintained to flare. Touchdown must occur within the normal
touchdown zone—do not allow the airplane to float down the runway.

WARNING

Increased touchdown speeds increase stopping distance.

An additional 20 knots at touchdown can increase stopping
distance by as much as 25%, and in some cases may exceed
brake energy limits.

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-13

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

During approach, it is desirable to utilize flight director, autopilot, and autothrottles to the maximum
extent practical. These systems may relieve pilot workload, allowing the crew more time to monitor
instruments and weather conditions. However, use of auto flight systems, and in particular the
autothrottle, only provides benefits if properly monitored. In the absence of proper monitoring, these
systems may mask onset of windshear through lack of pilot awareness of control inputs being made.

• Stabilize approach no later than 1,000 feet AGL.

• Minimize thrust reductions.
• Use the most suitable runway.
• Consider using recommended flap setting.
• Consider using increased rotation/climb or approach speed.
• Use auto flight systems during approach.

WINDSHEAR SYMPTOMS
Takeoff/Approach
• ±15 knots indicated airspeed
• ±500 feet per minute vertical speed
• ±5° pitch attitude (or heading)

Approach
• ± one dot glide slope (or localizer) displacement (Not likely to see if coupled to autopilot)
• Unusual throttle position for a significant period of time.
It is vital to recognize that some microbursts cannot be successfully escaped with any
known technique.
NOTE
Even windshears which were within the performance capability
of the airplane have caused accidents. Flight crews must seek
and heed signs alerting them to the need for avoidance.

7-14 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Like most things in nature, the strength of microbursts follows a normal distribution (bell curve) as
seen in Figure 11 (about 45 knots is average):

6 * Maximum windshear capability of

jet transports at heavy weight, for a
shear encounter at a critical location,
is 40 to 50 knots windspeed change

NUMBER OF 4
MEASURED
MICROBURSTS
(500 FT JAWS
DOPPLER
RADAR DATA) 2

0
0 10 20 30 40 50 60 70 80 90 100
Accident/Incident
Windspeed Changes
JFK MSY DEN ORD DEN DFW DEN

MAXIMUM HORIZONTAL WINDSPEED CHANGE (KT)

Figure 11. Microburst Frequency Versus Intensity

WINDSHEAR RECOGNITION
• Recognition of windshear encounters is difficult and is usually complicated by marginal weather.
• Time available for recognition and recovery is short (as little as five seconds).
• Flight crew coordination is essential for prompt windshear recognition and recovery.

Pilot Technique
• Flight path must be controlled with pitch attitude (unusual stick forces may be required as
a result).
• Lower than normal airspeed may have to be accepted to counter lift loss.
Successful recovery from an inadvertent windshear encounter requires maintaining or increasing
pitch attitude and accepting lower than usual airspeed. Unusual and unexpected stick forces may be
required to counter natural airplane pitching tendencies due to airspeed and lift loss. Transport cat-
egory airplanes have considerable climb capability at speeds below normal reference values. A rate
of climb of 1,500 feet per minute is possible, even at stick shaker speeds.

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-15

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

Airborne Weather Radar

Most heavy rain and thunderstorms near the airport can be detected with conventional weather radar
by a careful use of the tilt control to scan above the intended flight altitude (15,000 to 20,000 feet).
The proper use of tilt control for this purpose should be studied and available in radar manuals and
bulletins. Pilots should understand that heavy precipitation, as seen on their radar and associated with
convective clouds, indicates the possibility of microbursts; however, the absence of strong returns
must not be depended upon to indicate a safe situation. Potentially hazardous dry microburst condi-
tions may only produce weak radar returns (if any).

Avoid Known Windshear

The importance of avoiding severe windshear in microbursts cannot be overemphasized. Microburst
windshears have been measured and are beyond the capability of transport category airplanes and
the most highly skilled pilots. Even windshears that were within the performance capability of the
airplane have caused accidents.

In the windshear encounter cited earlier, available airplane performance capability may not have been
used because of two factors: lack of timely recognition and inappropriate or inadequate response.
Rapidly deteriorating climb performance may not be apparent to the crew unless all appropriate
vertical flight path instruments are closely monitored.

Only 5 to 15 seconds may be available to recognize and respond to a windshear encounter (Figure
16). It is therefore of great importance that a windshear encounter be recognized as soon as possible.
Timely recognition of windshear requires effective crew coordination and appropriate callouts by the
pilot not flying.

300

200 Normal

ALTITUDE
(FEET)
Typical Accidents/Incidents
100

0
0 5 10 15 20 25

TIME FROM LIFTOFF (SECONDS)

Figure 16. Windshear Encounter Response Time

7-16 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

PIREPS
PIREPS are extremely important indicators in microburst windshear situations. Reports of sudden
airspeed changes in the airport approach or landing corridors provide indication of the presence of
windshear.

Justifying Additional Airspeed

Multiply charted takeoff or landing distances by the following multipliers (Legacy or G1000):
Approach 2.1 x for + 20 knots
POH S1-37 (Legacy) and S1-14 (G1000) for approaches in icing conditions, 10° flaps
Takeoff 2.1 x for + 20 knots
POH S1-37 (Legacy) and S1-14 (G1000) actually for approaches in icing conditions, 10° flaps

BAD TECHNIQUES
• Attempting to maintain target airspeed does not utilize full climb capability of the airplane.
(This is the most common error seen as a sim instructor.)
• Attempting to pitch directly to stick shaker does not maximize use of available airplane energy,
and results in a degraded flight path and increased exposure to stall.
• Attempting to fly at best lift/drag angle-of-attack does not utilize the short-term maximum
gradient capability of the airplane.
• Retracting flaps during approach recovery (per the normal go around procedure) reduces margins
to stick shaker and has an adverse impact on initial climb capability of the airplane.
• Use of inertial reference ground speed emphasizes control of speed which is contrary to the
recommended recovery technique. In addition, this technique is oriented toward compensating
for the windshear and continuing the approach rather than immediately initiating the recovery
maneuver. While this technique is not appropriate for microburst encounters, it may be suitable
for use in other types of windshears.
• Use of “dive” technique (lowering airplane nose in an attempt to accelerate and pull up at some
predetermined minimum altitude) exposes the airplane to potentially higher intensity horizontal
winds, produces lower minimum recovery altitudes, requires high pitch rates and complicates
the recovery procedure.

Deaths
Date Airline/FLT DEP/ARR Aircraft Ground Survivors
(Incl.Ground)

06/24/75 EAL/66 MSY/JFK (App) 727 113 0 11

07/09/82 PANAM/759 MSY/LAS (T/O) 727 153 8 0

08/02/85 DAL/191 FLL/DFW (App) L1011 135 1 29

TOTAL 401

Revision 0.9 FOR TRAINING PURPOSES ONLY 7-17

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

EXECUTIVE SUMMARY
Conditions Favorable to Windshear
• Convective Activity (Thunderstorms/Virga)
• Frontal Passage
• Strong Winds (especially with terrain features)
• Turbulence

Precautions If Conditions are Favorable to Windshear

• Maximum Rated Thrust (not De-rated)
• Add up to 20 knots to Rotation and climb speed or Approach speed
• Longest suitable runway
• Consider Recommended Flap Setting (less than normal)
• Do not use speed referenced flight director

Instrument Cues/Symptoms of Windshear (Numbers Reduced For Utility Category)

• ±10 knots airspeed
• ±300 FPM
• ±3º pitch or heading
• ±1 dot glideslope or localizer
• Unusual throttle position for a prolonged period

Recovery From Windshear

• Apply Necessary Thrust (up to maximum available)
• Adjust Toward 15º (beyond 15º if required to ensure acceptable flight path)
• Respect Stall Warning Horn
• Maintain Existing Configuration

7-18 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 8
CAS MESSAGES

CONTENTS

Page
CARAVAN 208/208B/EX G1000 CAS MESSAGES............................................................ 8-1

Revision 0.9 FOR TRAINING PURPOSES ONLY 8-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CARAVAN 208/208B/EX G1000

CAS MESSAGES
MESSAGE DESCRIPTION

Indicates system pressure on either side is too low for normal system operation and
A-ICE PRESS LOW potential substandard ice protection.
* - For TKS equipped aircraft only
Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL) position
EMERG PWR LVR prior to and during the engine start (ITT in the OFF and STRT modes ONLY).
Indicates an excessive temperature condition and/or fire has occurred in the
ENGINE FIRE engine compartment.
Indicates LEFT and RIGHT FUEL TANK SELECTORS are both OFF at any time, or
LEFT FUEL TANK SELECTOR is OFF when right tank is low, or RIGHT FUEL TANK
FUEL SELECT OFF SELECTOR is OFF when the left tank is low; or that either LEFT or RIGHT FUEL TANK
SELECTORS are OFF when STARTER switch is ON. It can also indicate that the START
CONT and/or FUEL SEL WARN circuit breaker has been pulled.

OIL PRESS LOW Indicates engine oil pressure is less than 40 PSI

Indicates the fuel level in the reservoir is approximately one-half or less. With the fuel
RSVR FUEL LOW reservoir full, there is adequate fuel for approximately 3 minutes of maximum rated
power or approximately 9 minutes at idle power.
Indicates electrical system bus voltage is less than 24.0 volts prior to engine start or less
VOLTAGE LOW than 24.5 volts with engine running and power is being supplied from the battery.
* - In 675 SHP Caravans this CAS Annunciation indicates less than 24.5.

VOLTAGE HIGH Indicates electrical system bus voltage is greater than 32.0 volts

Indicates a low fluid level condition exists (approx. two U.S. gallons remain) and that at
least 20 minutes of ice protection fluid endurance remains when the system is operated
A-ICE FLUID LO in NORM mode.
* - For TKS equipped aircraft only
Indicates the system fluid filters should be replaced.
A-ICE PRESS HI
* - For TKS equipped aircraft only

ALTNR AMPS Indicates that the alternator output is less than -10 amps or greater than 75 amps.

Indicates that metal chips have been detected in either or both the accessory gearbox
CHIP DETECT or reduction gearbox.
Indicates the upper cargo door and/or upper aft passenger door (passenger version
DOOR UNLATCHED only) are not latched.
Indicates when the EMERGENCY POWER lever is out of the stowed (NORMAL) position
EMERG PWR LVR while engine is running (Non-Start).

FUEL BOOST ON Indicates the auxiliary fuel pump is operating.

Indicates fuel pressure in the fuel manifold assembly is below 2.5* PSI
FUEL PRESS LOW * - In 675 SHP Caravans this CAS ANNUNCIATION indicates fuel pressure in the fuel
manifold assembly is below 4.75 PSI.
Indicates that the generator output is less than -10 amps or greater than 200 amps
GENERATOR AMPS (-15/300 with 300 amp starter generator).

GENERATOR OFF Indicates that the generator is not connected to the electrical bus with engine running.

Revision 0.9 FOR TRAINING PURPOSES ONLY 8-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

MESSAGE DESCRIPTION

Indicates fuel quantity in both the left and right fuel tanks is 25 gallons (170 pounds)
L-R FUEL LOW or less.

L FUEL LOW Indicates fuel quantity in the left fuel tank is 25 gallons (170 lbs) or less.

R FUEL LOW Indicates fuel quantity in the right fuel tank is 25 gallons (170 lbs) or less.

Indicates that either both pitot/static vane heater systems (left and right) have
L-R P/S HEAT malfunctioned or both the LEFT and RIGHT PITOT HEAT circuit breakers are pulled.
Indicates the left side pitot/static vane heater system has malfunctioned or the LEFT
L P/S HEAT PITOT HEAT circuit breaker is pulled.
Indicates the right side pitot/static vane heater system has malfunctioned or the RIGHT
R P/S HEAT PITOT HEAT circuit breaker is pulled.
Indicates the stall warning heater system has malfunctioned or the STALL WARN circuit
STALL HEAT breaker is pulled in conditions below 19°C (66°F) or above 52°C (125°F).

STARTER ON Indicates the starter-generator is operating in starter mode.

STBY PWR INOP Indicates electrical power is not available from the standby alternator.

IGNITION ON Indicates electrical power is being supplied to the engine ignition system.

SPD NOT AVAIL Indicates that the “SPD” button was pressed on Autopilot Mode Control panel.

STBY PWR ON Indicates that the standby alternator is generating electrical power.

Indicates a miscompare between either the Pressure Altitude or OAT sensors. The
TORQUE GAGE annunciation will be accompanied with a static torque gage dynamic redline.

8-2 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

CHAPTER 9
SCHEMATICS

CONTENTS

Page
9-1 Electrical System......................................................................................................... 9-1
9-2 Grand Caravan EX Fuel System.................................................................................. 9-1
9-3 208 Fuel System.......................................................................................................... 9-2
9-4 Oil System Schematic.................................................................................................. 9-2
9-5 Fuel Oil Heat Exchanger............................................................................................. 9-3
9-6 Engine Fuel System..................................................................................................... 9-3
9-7 Propeller System (Cruise)........................................................................................... 9-4
9-8 Pneumatic System Schematic...................................................................................... 9-4
9-9 Anti-Ice Protection System.......................................................................................... 9-5
9-10 Air Conditioning Schematic........................................................................................ 9-5
9-11 Landing Gear System.................................................................................................. 9-6

Revision 0.9 FOR TRAINING PURPOSES ONLY 9-i

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

STARTER/GENERATOR ALTERNATOR
ALT ALTERNATOR
GENERATOR GEN SHUNT CONTACTOR
CONTACTOR SHUNT

ALTERNATOR
GENERATOR EXTERNAL CONTROL UNIT
CONTROL POWER
UNIT SWITCH STANDBY
POWER
SWITCH
INTERNAL NO 1
START BUS
CONTACTOR STANDBY
EXTERNAL POWER CIRCUIT
START ALTERNATOR BREAKER
CONTACTOR BUS

GROUND AVIONICS
POWER STANDBY
MONITOR POWER
EXTERNAL SWITCH
POWER
NO 2
EXTERNAL BUS
POWER NO. 1 AVIONICS
CONTACTOR POWER SWITCH
BATTERY BATT
CONTACTOR SHUNT

BATTERY
SWITCH
BUS TIE NO 1
SWITCH
TO HOURMETER
TO CABIN LIGHTS NO. 2 AVIONICS
BATTERY POWER SWITCH
TO ELT
TO ETM
POWER
TO ANTI-CYCLE SWITCH DISTRIBUTION
BUS NO 2
BATTERY BUS

Figure 9-1. Electrical System

PRIMARY SECONDARY FUEL DRAIN
FROM NOZZLES
AIR VENT
FLOW
DIVIDER
LEGEND FLOW
LOW PRESSURE FUEL METER
MOTIVE FLOW
VENT FUEL
SHUT-OFF
MOTIVE FLOW FUEL CONTROL
VALVE
UNIT
HEATED LOW PRESSURE FUEL
BYPASS/DRAIN FUEL HIGH FLOAT TANK
HP PRESSURE
HIGH PRESSURE FUEL PUMP
FILTER
FUEL INSIDE TANK/GRAVITY FEED LINES LEVER
STATIC FUEL GEAR VALVE
FUEL IN FUEL NOZZLES PUMP

FUEL IN FUEL NOZZLES STRAINER NON RETURN

PLUG ORIFICE
EMPTY FUEL LINES LOW PRESSURE VALVE
SWITCH
LP OUTLET INLET
FILTER CHECK
VALVE EJECTOR
TEMP FUEL FLOW
VENT PUMP
SENSOR ECOLOGY
FUEL OIL HEAT TANK
ECOLOGY EXCHANGER
TANK ASSEMBLY
FIREWALL
FIREWALL FUEL
SHUTOFF VALVE AUXILIARY
FUEL PUMP
FUEL QUANTITY MOTIVE FLOW RESERVOIR
EJECTOR PUMP LOW-FUEL SENSOR FUEL QUANTITY
TRANSMITTERS
TRANSMITTERS
FUEL DRAIN
FUEL CAP FUEL CAP

RESERVOIR
LEFT FUEL TANK RIGHT FUEL TANK
FUEL LOW FUEL LOW
SWITCH SHUTOFF SWITCH
FUEL SWITCH VALVES
SHUTOFF
VENT WITH FLOAT VALVE VALVES VENT WITH FLOAT VALVE
FUEL DRAINS FUEL DRAINS
AND PRESSURE RELIEF VALVE AND PRESSURE RELIEF VALVE

Figure 9-2. Grand Caravan EX Fuel System

Revision 0.9 FOR TRAINING PURPOSES ONLY 9-1

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

FUEL
MANIFOLD

FLOW
DIVIDER/
FUEL CAN DUMP VALVE
AND DRAIN
VENT FUEL FLOW
TRANSDUCER

FUEL
CONTROL
UNIT
ENGINE DRIVEN
FUEL FILTER FUEL PUMP
BYPASS FUEL
INDICATOR HEATER

LEGEND
CONTROL/BIAS PRESSURE
FUEL
VENT FILTER
MOTIVE FLOW PRESSURE
FIREWALL FIREWALL
BOOST PUMP PRESSURE
SHUTOFF
BYPASS/DRAIN FUEL VALVE VENT
GRAVITY/SUCTION
FUEL INSIDE TANK RESERVOIR
BOOST/EJECTOR PUMP FUEL MANIFOLD
ASSEMBLY
BOOST PUMP
MAIN EJECTOR RESERVOIR
PUMP LOW-FUEL SENSOR
FUEL QUANTITY FUEL QUANTITY
TRANSMITTERS TRANSMITTERS
FUEL DRAIN

RESERVOIR
FUEL CAP FUEL CAP
SHUTOFF
VALVES
LEFT FUEL TANK RIGHT FUEL TANK
FUEL LOW FUEL LOW
SWITCH SWITCH
FUEL SWITCH
SHUTOFF
VENT WITH FLOAT VALVE FUEL DRAINS VALVES FUEL DRAINS VENT WITH FLOAT VALVE
AND PRESSURE RELIEF VALVE AND PRESSURE RELIEF VALVE

Figure 9-3. 208 Fuel System

Figure 9-4. Oil System Schematic

9-2 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

FUEL INLET LEGEND

WARMED FUEL
ENGINE OIL
COLD FUEL THERMAL ELEMENT

PUSHROD

SLEEVE
VALVE

FUEL
OUTLET

FUEL
OUTLET

OIL INLET OIL OUTLET

CLOSED

OIL INLET OIL OUTLET

OPEN

Figure 9-5. Fuel Oil Heat Exchanger

TO FLOW
ENGINE FUEL SYSTEM BLOCK DIAGRAM DIVIDER

FLOW DIVIDER
&
DUMP VALVE

FUEL FUEL
SHUTOFF
VALVE
MOTIVE FLOW
RETURN TO
FUEL
RESERVOIR
CONTROL UNIT
FUEL TANK
METERING
VALVE
PX A IR P Y A IR FUEL
TO
Nf GOV.

ENGINE-DRIVEN
Ng GOVERNOR FUEL PUMP
GOV.
BELLOWS
FUEL ACCEL.
BELLOWS LEGEND
(EVACUATED) HIGH PRESSURE FUEL
METERED FUEL
FUEL MOTIVE FLOW MOTIVE FLOW RETURN FUEL
HEATER RETURN TO TO PX AIR
P 3 A IR EMERGENCY
RESERVOIR PY AIR
TANK POWER LEVER Px Py
FROM
FUEL SUPPLY
Ng GOVERNOR (FROM FUEL PUMP)

Figure 9-6. Engine Fuel System

Revision 0.9 FOR TRAINING PURPOSES ONLY 9-3

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

LEGEND
PUMP PRESSURE
BYPASS OIL
SUMP/STORAGE OIL
INLET AIR

REVERSING CAM

NORMAL
GOVERNOR

FUEL CONTROL UNIT

Py AIR

AIR BLEED LINK

PROPELLER PILOT VALVE BETA VALVE

OVERSPEED TO FROM
GOVERNOR SUMP SUMP

TEST
SOLENOID
VALVE

TO SUMP

Figure 9-7. Propeller System (Cruise)

LEGEND
High Pressure Bleed Air
Low Pressure Bleed Air
Regulated Bleed Air
Vacuum
Heat to Cabin
Cabin Return

VACUUM
EJECTOR

PRESSURE REGULATING
VALVE
VACUUM
RELIEF
VALVE FLOW CONTROL
VALVE

MIXING AIR
VALVE
MIXER/
MUFFLER

FIREWALL
SHUTOFF
VALVES

VACUUM AIR
FILTER

Figure 9-8. Pneumatic System Schematic

9-4 FOR TRAINING PURPOSES ONLY Revision 0.9

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

EQUIPMENT PACK ASSEMBLY

HIGH PRESSURE
SWITCH

PROPORTIONING
UNIT ASM
FLUID
LEVEL
SENDER

TO WING
STRUT

LOW PRESSURE
PROPELLER SWITCHES
PROPORTIONING
UNIT

WINDSHIELD
SPRAYBAR PROPORTIONING UNIT

Figure 9-9. Anti-Ice Protection System

LEGEND
LIQUID REFRIGERANT
VAPOR REFRIGERANT
COLD AIR
EVAPORATOR OUTSIDE AIR
RECEIVER / DRYER

WEMAC

AFT EVAPORATOR
CONDENSER
CABIN VENTS

COMPRESSOR

EVAPORATOR

AIR DISTRIBUTION DUCT

Figure 9-10. Air Conditioning Schematic

Revision 0.9 FOR TRAINING PURPOSES ONLY 9-5

 CARAVAN 208/208B/EX G1000 PILOT CLIENT GUIDE

RIGHT MAIN
GEAR SPRING
RIGHT MAIN
ATTACH TRUNNION
RIGHT MAIN WHEEL

CENTER MAIN GEAR SPRING

STEEL TUBE
AXLE FITTING

SHIMMY LEFT MAIN

DAMPENER RIGHT BRAKE ATTACH TRUNNION

SHOCK STRUT

TRUNNION LEFT MAIN

GEAR SPRING
AFT SUPPORT

FORWARD
SUPPORT

LEFT MAIN WHEEL

DRAG LINK
SPRING

NOSEWHEEL

Figure 9-11. Landing Gear System

9-6 FOR TRAINING PURPOSES ONLY Revision 0.9