CESSNA INTRODUCTION

MODEL 208B G1000

NOTICE

AT THE TIME OF ISSUANCE, THIS INFORMATION MANUAL

WAS AN EXACT DUPLICATE OF THE OFFICIAL PILOT’S
OPERATING HANDBOOK AND FAA APPROVED AIRPLANE
FLIGHT MANUAL AND IS TO BE USED FOR GENERAL
PURPOSES ONLY.

IT WILL NOT BE KEPT CURRENT AND, THEREFORE, CANNOT

BE USED AS A SUBSTITUTE FOR THE OFFICIAL PILOT’S
OPERATING HANDBOOK AND FAA APPROVED AIRPLANE
FLIGHT MANUAL INTENDED FOR OPERATION OF THE
AIRPLANE.

THE PILOT’S OPERATING HANDBOOK MUST BE CARRIED IN

THE AIRPLANE AND AVAILABLE TO THE PILOT AT ALL TIMES.

Revision 1 U.S. i
INTRODUCTION CESSNA
MODEL 208B G1000

PERFORMANCE - SPECIFICATIONS
CARGO VERSION
*SPEED (KTAS):
Maximum Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . . 175 Knots
Maximum Cruise at 20,000 Feet . . . . . . . . . . . . . . . . . . . . 164 Knots
RANGE:With 2224 pounds usable fuel and fuel allowance for engine
start, taxi, takeoff, climb, descent and 45 minutes reserve.
Max Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . . Range 862 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 5.1 Hours
Max Cruise at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1044 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.6 Hours
Max Range at 10,000 Feet . . . . . . . . . . . . . . . . . . . Range - 963 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.5 Hours
Max Range at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1076 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 7.0 Hours
RATE-OF-CLIMB AT SEA LEVEL . . . . . . . . . . . . . . . . . . . . . . 925 FPM
SERVICE CEILING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,800 Feet
MAXIMUM OPERATING ALTITUDE . . . . . . . . . . . . . . . . . 25,000 Feet
TAKEOFF PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1405 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . . 2500 Feet
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 915 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . . 1740 Feet
STALL SPEED (KCAS):
Flaps Up, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Knots
Flaps Full, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Knots
MAXIMUM WEIGHT:
Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8500 Pounds
STANDARD EMPTY WEIGHT . . . . . . . . . . . . . . . . . . . . . 4680 Pounds
Maximum USEFUL LOAD . . . . . . . . . . . . . . . . . . . . . . . . 4105 Pounds

*Speeds are based on mid-cruise weight.

(Continued Next Page)

ii U.S. Revision 1
CESSNA INTRODUCTION
MODEL 208B G1000

PERFORMANCE - SPECIFICATIONS
CARGO VERSION (Continued)
WING LOADING . . . . . . . . . . . . . . . . . . . . . . 31.3 Pounds/Square Foot
POWER LOADING . . . . . . . . . . . . . . . 13.0 Pounds/Shaft Horsepower
FUEL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335.6 Gallons
OIL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Quarts
ENGINE: Pratt & Whitney Canada . . . . . . . . . . . . . . . . . . . PT6A-114A
Free Turbine Flat Rated at 675 Shaft Horsepower
PROPELLER:
McCauley 3-bladed, Constant Speed,
Full Feathering, Reversible Propeller
Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Inches

NOTE
The above performance figures are based on indicated
weights, standard atmospheric conditions, level, hard-
surfaced dry runways and no wind. They are calculated
values derived from flight tests conducted by Cessna
Aircraft Company under carefully documented conditions
and will vary with individual airplanes and numerous factors
affecting flight performance. Performance for other
operational conditions can be derived by reference to
operational data in other sections of this POH/AFM.

Revision 1 U.S. iii

INTRODUCTION CESSNA
MODEL 208B G1000

PERFORMANCE - SPECIFICATIONS
PASSENGER VERSION
* SPEED (KTAS):
Maximum Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . . 184 Knots
Maximum Cruise at 20,000 Feet . . . . . . . . . . . . . . . . . . . . 174 Knots
RANGE:With 2224 pounds usable fuel and fuel allowance for engine
start, taxi, takeoff, climb, descent and 45 minutes reserve.
Max Cruise at 10,000 Feet . . . . . . . . . . . . . . . . . . . Range - 907 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 5.1 Hours
Max Cruise at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1109 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.6 Hours
Max Range at 10,000 Feet . . . . . . . . . . . . . . . . . . Range - 1026 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 6.6 Hours
Max Range at 18,000 Feet . . . . . . . . . . . . . . . . . . Range - 1163 NM
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Time - 7.4 Hours
RATE-OF-CLIMB AT SEA LEVEL . . . . . . . . . . . . . . . . . . . . . . 975 FPM
SERVICE SEALING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,700 Feet
MAXIMUM OPERATING ALTITUDE . . . . . . . . . . . . . . . . . 25,000 Feet
TAKEOFF PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1365 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . 2420 Feet
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 950 Feet
Total Distance Over 50 Foot Obstacle . . . . . . . . . . . . . . . . 1795 Feet
STALL SPEED (KCAS):
Flaps Up, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Knots
Flaps Full, Idle Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Knots
MAXIMUM WEIGHT:
Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8500 Pounds
STANDARD EMPTY WEIGHT . . . . . . . . . . . . . . . . . . . . . .4511 Pounds
Maximum USEFUL LOAD . . . . . . . . . . . . . . . . . . . . . . . . 4274 Pounds

*Speeds are based on mid-cruise weight.

(Continued Next Page)

iv U.S. Revision 1
CESSNA INTRODUCTION
MODEL 208B G1000

PERFORMANCE - SPECIFICATIONS
PASSENGER VERSION (Continued)
WING LOADING . . . . . . . . . . . . . . . . . . . . . . 31.3 Pounds/Square Foot
POWER LOADING . . . . . . . . . . . . . . . 13.0 Pounds/Shaft Horsepower
FUEL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335.6 Gallons
OIL CAPACITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Quarts
ENGINE: Pratt & Whitney Canada . . . . . . . . . . . . . . . . . . . PT6A-114A
Free Turbine Flat Rated at 675 Shaft Horsepower
PROPELLER:
McCauley 3-bladed, Constant Speed,
Full Feathering, Reversible. Diameter . . . . . . . . . . . . . . . . . 106 Inches

NOTE
The above performance figures are based on indicated
weights, standard atmospheric conditions, level, hard-
surfaced dry runways and no wind. They are calculated
values derived from flight tests conducted by Cessna
Aircraft Company under carefully documented conditions
and will vary with individual airplanes and numerous factors
affecting flight performance. Performance for other
operational conditions can be derived by reference to
operational data in other sections of this POH/AFM.

Revision 1 U.S. v/vi

CESSNA INTRODUCTION
MODEL 208B G1000

Cessna Aircraft Company

Model 208B G1000

This manual incorporates information issued in the Pilot's Operating

Handbook and FAA approved Airplane Flight Manual at Revision 1,
Dated 5 June 2008 (Part Number 208BPHBUS-01).

COPYRIGHT © 2008
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA

208BIMBUS-01 U.S. vii/viii

CESSNA INTRODUCTION
MODEL 208B G1000

TABLE OF CONTENTS

SECTION

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . .3

NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . .4

PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . .6

AIRPLANE AND SYSTEM DESCRIPTION . . . . . . . . .7

HANDLING, SERVICE AND MAINTENANCE . . . . . . .8

SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

Revision 1 U.S. ix
INTRODUCTION CESSNA
MODEL 208B G1000
WARNINGS, CAUTIONS, AND NOTES
Throughout the text, warnings, cautions, and notes pertaining to
airplane handling and operations are utilized. These adjuncts to the text
are used to highlight or emphasize important points.

WARNING
Operating procedures, techniques, etc., which can
result in personal injury or loss of life if not
carefully followed.

CAUTION
Operating procedures, techniques, etc., which can
result in damage to equipment if not carefully followed.

NOTE
An operating procedure, technique, etc., which is
considered essential to emphasize.

x U.S. Revision 1
CESSNA INTRODUCTION
MODEL 208B G1000

TABLE OF CONTENTS

SECTION

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . .3

NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . .4

PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . .6

AIRPLANE AND SYSTEM DESCRIPTION . . . . . . . . .7

HANDLING, SERVICE AND MAINTENANCE . . . . . . .8

SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9

208BPHBUS-00 U.S. xiii/xiv

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

GENERAL

TABLE OF CONTENTS

Page
Three View. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Descriptive Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Maximum Certificated Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Cabin and Entry Door Dimensions . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Baggage/Cargo Compartment
and Cargo Door Entry Dimensions . . . . . . . . . . . . . . . . . . . . . 1-9
Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Symbols, Abbreviations and Terminology . . . . . . . . . . . . . . . . . . . . 1-10
General Airspeed Terminology and Symbols. . . . . . . . . . . . . . . . . . 1-10
Engine Power Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Airplane Performance and Flight Planning Terminology . . . . . . . 1-13
Weight and Balance Terminology . . . . . . . . . . . . . . . . . . . . . . . . 1-13
Autopilot/Flight Director and TFS Terminology . . . . . . . . . . . . . . 1-15
Warning, Cautions, and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . 1-16
Metric/Imperial/U.S. Conversion Charts. . . . . . . . . . . . . . . . . . . . . . 1-16
Weight Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Length Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19
Distance Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23
Volume Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24
Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27
Pressure Conversions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28

208BPHBUS-00 U.S. 1-1/1-2

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

Figure 1-1 (Sheet 1 of 2)

208BPHBUS-00 U.S. 1-3

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

Figure 1-1 (Sheet 2)

NOTE
1. Dimensions shown are based on standard empty weight and
proper inflation of nose and main gear tires.
2. Wing span dimension includes strobe lights.
3. Maximum height shown with nose gear depressed as far as
possible.
4. Wheel base length is 13’-3 1/2”.
5. Wing area is 279.4 square feet.
6. Minimum turning radius (*pivot point to outboard wing tip
strobe light) is 33’ -8”.
7. Propeller ground clearance with standard tires and nose gear
fork:
a. Nose tire inflated and nose gear barrel extended 3 5/8”: 11
1/4”.
b. Nose tire deflated and nose strut fully compressed: 2 1/2”.
8. Propeller ground clearance with standard tires and extended
nose gear fork:
a. Nose tire inflated and nose gear barrel extended 3 5/8”: 14
3/4”.
b. Nose tire deflated and nose strut fully compressed: 5 7/8”.

1-4 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

INTRODUCTION
This POH/AFM contains 9 sections, and includes the material required
to be furnished to the pilot by Federal Aviation Regulations and
additional information provided by Cessna Aircraft Company. This
handbook constitutes the FAA Approved Airplane Flight Manual.
WARNING
• This POH/AFM is not intended to be a guide for
basic flight instruction or a training manual and
should not be used as one. It is not a substitute
for adequate and competent flight instruction,
pilot skill, and pilot knowledge of current
Airworthiness Directives, applicable federal
aviation regulations and/or advisory circulars.
• Assuring the airworthiness of the airplane is the
responsibility of the airplane owner or operator.
Determining if the airplane is safe for flight is the
responsibility of the pilot in command. The pilot
is also responsible for adhering to the operating
limitations set forth by instrument markings,
placards, and this POH/AFM.
Generally, information in this POH/AFM is applicable to both the cargo
version and the passenger version of the Model 208B. Some
equipment differences exist between these versions. Specific versions
are identified through use of the terms “Cargo Version” and “Passenger
Version”. When one of these terms appears in text or on an illustration,
the information applies only to that group of airplanes. If no term
appears, the information applies to all airplanes.
Section 1 provides basic data and information of general interest. It
also contains definitions or explanations of symbols, abbreviations, and
terminology commonly used.

208BPHBUS-00 U.S. 1-5

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

DESCRIPTIVE DATA

ENGINE
Number of Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine Manufacturer . . . . . . . . . . . . . Pratt & Whitney Canada, Inc.
Engine Model Number . . . . . . . . . . . . . . . . . . . . . . . . . . . PT6A-114A
Engine Type:
Free turbine, two-shaft engine utilizing a compressor section having
three axial stages and one centrifugal stage, an annular reverse-flow
combustion chamber, a one-stage compressor turbine, a one-stage
power turbine, and a single exhaust. The power turbine drives the
propeller through a two-stage planetary gearbox at the front of the
engine.

Horsepower . . . . . . . . . . . . . . . . Flat rated at 675 shaft horsepower.

PROPELLER
Propeller Manufacturer . . . . . . . . . . . McCauley Accessory Division
Propeller Model Number . . . . . . . . . . . . . . . 3GFR34C703/106GA-0
Number of Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Propeller Diameter. . . . . . . . . . . . . . . . . . . . . . Maximum 106 Inches
Minimum 104 Inches
Propeller Type:
Constant-speed, full-feathering, reversible, hydraulically-actuated
aluminum-bladed propeller, with a feathered blade angle of 88°, a
low pitch blade angle of 15.6°, and a maximum reverse blade angle
of -14° (30-inch station).

1-6 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

FUEL
Approved Fuel Grade (Specification):
JET A (ASTM-D1655)
JET A-1 (ASTM-D1655)
JET B (ASTM-D1655)
JP-1 (MIL-L-5616)
JP-4 (MIL-T-5624)
JP-5 (MIL-T-5624)
JP-8 (MIL-T-83133A)
Alternate/Emergency Fuels:
Aviation Fuel (All grades of military and commercial aviation
gasoline).
CAUTION
Aviation gasoline is restricted to emergency use and
shall not be used for more than 150 hours in one
overhaul period; a mixture of one part aviation gasoline
and three parts of Jet A, Jet A-1, JP-5 or JP-8 may be
used for emergency purposes for a maximum of 450
hours per overhaul period.
Approved Fuel Additives:
One of the following additives is required for anti-icing protection:
Ethylene Glycol Monomethyl Ether
Diethylene Glycol Monomethyl Ether
CAUTION
JP-4 and JP-5 fuel per MIL-T-5624 and JP-8 fuel per
MIL-T-83133A contain the correct premixed quantity of
an approved type of anti-icing fuel additive and no
additional anti-ice compounds should be added.
If additional anti-static protection is desired, the following additive is
approved for use:
Dupont Stadis 450
If additional biocidal protection is desired, the following additives are
permitted for use in certain conditions:
Sohio Biobor JF
Kathon FP 1.5
(Continued Next Page)

208BPHBUS-00 U.S. 1-7

SECTION 1 CESSNA
GENERAL MODEL 208B G1000
FUEL (Continued)
NOTE
Refer to Section 8 for allowable concentrations of the above
additives and additional information.

Fuel Capacity:
Total Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 335.6 U.S. Gallons
Total Capacity Each Tank . . . . . . . . . . . . . . . . . . 167.8 U.S. Gallons
Total Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332.0 U.S. Gallons

OIL
Oil Grade (Specification):
Oil conforming to Pratt & Whitney Engine Service Bulletin No. 1001,
and all revisions or supplements thereto, must be used. Refer to
Section 8 for a listing of approved oils.
Total Oil Capacity: . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 U.S. Quarts
(including filter, cooler, and hoses)
Drain and Refill Quantity . . . . . . . . . . . . . . . . . . . . . .9.5 U.S. Quarts
(approximately)
Oil Quantity Operating Range:
Fill to within 1 1/2 quarts of MAX HOT or MAX COLD (as
appropriate) on dipstick. Quart marking indicate U.S. quarts low if oil
is hot. For example, a dipstick reading of 3 indicates the system is
within 2 quarts of MAX if the oil is cold and within 3 quarts of MAX if
the oil is hot.
WARNING
Make sure oil dipstick cap is securely latched
down. Operating the engine with less than the
recommended oil level and with the dipstick cap
unlatched will result in excessive oil loss and
eventual engine stoppage.

(Continued Next Page)

1-8 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL
OIL (Continued)
NOTE
To obtain an accurate oil level reading, it is recommended
the oil level be checked within 10 minutes after engine
shutdown while the oil is hot (MAX HOT marking) or prior to
the first flight of the day while the oil is cold (MAX COLD
marking). If more than 10 minutes has elapsed since
engine shutdown and engine oil is still warm, perform an
engine dry motoring run before checking oil level.

MAXIMUM CERTIFICATED WEIGHTS

Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8500 Pounds

NOTE
Refer to Section 6 of this POH/AFM for recommended
loading arrangements.

CABIN AND ENTRY DOOR DIMENSIONS

Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.

BAGGAGE/CARGO COMPARTMENT AND CARGO DOOR

ENTRY DIMENSIONS
Detailed dimensions of the baggage/cargo area and cargo door
openings are illustrated in Section 6.

SPECIFIC LOADINGS
Wing Loading . . . . . . . . . . . . . . . . . . . . . . 31.3 Pounds/Square Foot
Power Loading . . . . . . . . . . . . . . . . 13.0 Pounds/Shaft Horsepower

208BPHBUS-00 U.S. 1-9

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

KCAS Knots Calibrated Airspeed is indicated airspeed

corrected for position and instrument error and expressed
in knots. Knots calibrated airspeed is equal to KTAS in
standard atmosphere at sea level.
KIAS Knots Indicated Airspeed is the speed shown on the
airspeed indicator and expressed in knots.
KTAS Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for
altitude and temperature.
VA Maneuvering Speed is the maximum speed at which full
or abrupt control movements may be used without
overstressing the airframe.
VFE Maximum Flap Extended Speed is the highest speed
permissible with wing flaps in a prescribed extended
position.
VMO Maximum Operating Speed is the speed that may not
be deliberately exceeded at any time.
VS Stalling Speed or the minimum steady flight speed is
the minimum speed at which the airplane is controllable.
VSO Stalling Speed or the minimum steady flight speed is
the minimum speed at which the airplane is controllable in
the landing configuration at the most forward center of
gravity.
VX Best Angle-of-Climb Speed is the speed which results in
the greatest gain of altitude in a given horizontal distance.
VY Best Rate-of-Climb Speed is the speed which results in
the greatest gain in altitude in a given time.

(Continued Next Page)

1-10 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)
OAT Outside Air Temperature is the free air static
temperature. It may be expressed in either degrees
Celsius (°C) or degrees Fahrenheit (°F).
Pressure Pressure Altitude is the altitude read from an altimeter
Altitude when the altimeter's barometric scale has been set to
29.92 inches of mercury (inHg) (1013.2 mb).
ISA International Standard Atmosphere is an atmosphere
in which:
1. The air is a perfect dry gas;
2. The temperature at sea level is 15°C;
3. The pressure at sea level is 29.92 inches of
mercury (inHg) (1013.2 mb);
4. The temperature gradient from sea level to the
altitude at which the temperature is -56.5°C is
-1.98°C per 1000 feet.

ENGINE POWER TERMINOLOGY

Beta Mode Beta Mode is the engine operational mode in which
propeller blade pitch is controlled by the power lever. The
beta mode may be used during ground operations only.
Flameout Flameout is the unintentional loss of combustion
chamber flame during operation.
Flat Rated Flat Rated denotes constant horsepower over a specific
altitude and/or temperature.
Gas Gas Generator RPM indicates the percent of gas
Generator generator RPM based on a figure of 100% being 37,500
RPM (Ng) RPM.
GCU GCU is the generator control unit.
Hot Start Hot Start is an engine start, or attempted start, which
results in an ITT exceeding 1090°C.
ITT ITT signifies interstage turbine temperature.
Maximum Maximum Climb Power is the maximum power
Climb approved for normal climb. Use of this power setting is
Power limited to climb operations. This power corresponds to
that developed at the maximum torque limit, ITT of 765°C
or Ng limit, whichever is less. This power corresponds to
that shown in the Maximum Engine Torque for Climb
figure of Section 5.
(Continued Next Page)

208BPHBUS-00 U.S. 1-11

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)
Maximum Maximum Rated Power is the maximum power rating
Rated not limited by time. Use of this power should be limited to
Power those abnormal circumstances which require maximum
aircraft performance (i.e., severe icing conditions or
windshear downdrafts). This power corresponds to that
developed at the maximum torque limit, ITT of 805°C or
Ng limit, whichever is less.
Ng Ng signifies gas generator RPM.
Propeller Propeller RPM indicates propeller speed in RPM.
RPM
Reverse Reverse Thrust is the thrust produced when the
Thrust propeller blades are rotated past flat pitch into the reverse
range.
RPM RPM is revolutions per minute.
SHP SHP is shaft horsepower and is the power delivered at the
propeller shaft.
SHP = Propeller RPM x Torque (foot-pounds)
5252
Takeoff Takeoff Power is the maximum power rating and is
Power limited to a maximum of 5 minutes under normal
operation. Use of this power should be limited to normal
takeoff operations. This power corresponds to that shown
in the Maximum Engine Torque For Takeoff figure of
Section 5.
Torque Torque is a measurement of rotational force exerted by
the engine on the propeller.
Windmill Windmill is propeller rotation from airstream inputs.

(Continued Next Page)

1-12 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

AIRPLANE PERFORMANCE AND FLIGHT PLANNING

TERMINOLOGY
Demonstrated Demonstrated Crosswind Velocity is the velocity of
Crosswind the crosswind component for which adequate control
Velocity of the airplane during takeoff and landing was actually
demonstrated during certification tests. The value
shown is not considered to be limiting.
g g is acceleration due to gravity.
NM/1000 lbs Nautical Miles Per Thousand Pounds of Fuel is the
distance which can be expected per 1000 Pounds of
fuel consumed at a specific engine power setting and/
or flight configuration.
PPH PPH signifies pounds per hour and is the amount of
fuel used per hour.
Usable Fuel Usable Fuel is the fuel available for flight planning.
Unusable Fuel Unusable Fuel is the quantity of fuel that can not be
safely used in flight.

WEIGHT AND BALANCE TERMINOLOGY

Arm Arm is the horizontal distance from the reference datum
to the center of gravity (C.G.) of an item.
Basic Basic Empty Weight is the standard empty weight plus
Empty the weight of optional equipment.
Weight
Center of Center of Gravity is the point at which an airplane would
Gravity balance if suspended. Its distance from the reference
(C.G.) datum is found by dividing the total moment by the total
weight of the airplane.
C.G. Arm Center of Gravity Arm is the arm obtained by adding the
airplane's individual moments and dividing the sum by
the total weight.
C.G. Limits Center of Gravity Limits are the extreme center of
gravity locations within which the airplane must be
operated at a given weight.
MAC MAC (Mean Aerodynamic Chord) of a wing is the chord
of an imaginary airfoil which throughout the flight range
will have the same force vectors as those of the wing.
(Continued Next Page)

208BPHBUS-00 U.S. 1-13

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)
Maximum Maximum Landing Weight is the maximum Landing
Landing weight approved for the landing touchdown.
Weight
Maximum Maximum Ramp Weight is the maximum weight
Ramp approved for ground maneuver, and includes the weight
Weight of fuel used for start, taxi and runup.
Maximum Maximum Takeoff Weight is the maximum weight
Takeoff approved for the start of the takeoff roll.
Weight
Moment Moment is the product of the weight of an item multiplied
by its arm. (Moment divided by the constant 1000 is used
in this POH/AFM to simplify balance calculations by
reducing the number of digits.)
Reference Reference Datum is an imaginary vertical plane 100
Datum inches forward of the front face of the firewall.
Residual Residual Fuel is the fuel remaining when the airplane is
Fuel defueled in a specific attitude by the normal means and
procedures specified for draining the tanks.
Scale Drift Scale Drift may occur on some types of electronic scales
because of the inability of the scale to return to a true
zero reading after weighing. If present, this deviation from
zero should be accounted for when calculating the net
weight of the airplane.
Standard Standard Empty Weight is the weight of a standard
Empty airplane, including unusable fuel, full operating fluids and
Weight full engine oil.
Fuselage Fuselage Station is a location along the airplane
Station fuselage given in terms of the distance from the
reference datum.
Tare Tare is the weight of chocks, blocks, stands, etc. used
when weighing an airplane, and is included in the scale
readings. Tare is deducted from the scale reading to
obtain the actual (net) airplane weight.
Useful Load Useful Load is the difference between ramp weight and
the basic empty weight.

1-14 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

AUTOPILOT/FLIGHT DIRECTOR AND AFCS

TERMINOLOGY
CAUTION
A thorough understanding of the difference between an
autopilot, a flight director, and an AFCS is required
before operating any of the components of the Garmin
G1000/GFC 700 Flight Control System. Refer to
Garmin Cockpit Resource Guide (CRG) for complete
operating details.

Autopilot Autopilot is a system which automatically controls

attitude and/or flight path of the airplane as directed by
the pilot through the system's computer.
Flight Flight Director is a system which provides visual
Director recommendations to the pilot to allow him to manually
control the airplane attitude and/or flight path in response
to his desires as selected through the system's computer.
Automated AFCS applies to the union of autopilot and flight director
Flight systems which allows the pilot to manage his flight by
Control observing computed visual recommendations while the
System autopilot automatically follows these recommendations as
(AFCS) selected by the pilot using the system's controls.
Course C/D is the compass reference used by the autopilot, along
Datum with course deviation, to provide laterial control when
tracking a navigation signal.

208BPHBUS-00 U.S. 1-15

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

WARNINGS, CAUTIONS, AND NOTES

WARNING
An operating procedure, technique, or maintenance
practice which may result in personal injury or loss
of life if not carefully obeyed.

CAUTION
An operating procedure, technique, or maintenance
practice which may result in damage to equipment if not
carefully obeyed.

NOTE
An operating procedure, technique, or maintenance
condition which is considered essential to emphasize.

METRIC/IMPERIAL/U.S. CONVERSION CHARTS

The following charts have been provided to help international operators
convert U.S. measurement supplied with the POH/AFM into metric and
imperial measurements.
The standard followed for measurement units shown is the National
Institute of Standards Technology (NIST), Publication 811, "Guide for
the Use of the International System of Units (SI)."
Please refer to the following pages for these charts.

1-16 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

WEIGHT CONVERSIONS

Figure 1-2 (Sheet 1 of 2)

208BPHBUS-00 U.S. 1-17

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

WEIGHT CONVERSIONS

Figure 1-2 (Sheet 2)

1-18 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

LENGTH CONVERSIONS

Figure 1-3 (Sheet 1 of 4)

208BPHBUS-00 U.S. 1-19

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

LENGTH CONVERSIONS

Figure 1-3 (Sheet 2)

1-20 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

LENGTH CONVERSIONS

Figure 1-3 (Sheet 3)

208BPHBUS-00 U.S. 1-21

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

LENGTH CONVERSIONS

Figure 1-3 (Sheet 4)

1-22 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

DISTANCE CONVERSIONS

Figure 1-4

208BPHBUS-00 U.S. 1-23

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

VOLUME CONVERSIONS

Figure 1-5 (Sheet 1 of 3)

1-24 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

VOLUME CONVERSIONS

Figure 1-5 (Sheet 2)

208BPHBUS-00 U.S. 1-25

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

VOLUME CONVERSIONS

Figure 1-5 (Sheet 3)

1-26 U.S. 208BPHBUS-00

CESSNA SECTION 1
MODEL 208B G1000 GENERAL

TEMPERATURE CONVERSIONS

Figure 1-6

208BPHBUS-00 U.S. 1-27

SECTION 1 CESSNA
GENERAL MODEL 208B G1000

PRESSURE CONVERSION
HECTOPASCALS TO INCHES OF MERCURY

Figure 1-7

1-28 U.S. 208BPHBUS-00

CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

LIMITATIONS
TABLE OF CONTENTS

Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Power Plant Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Miscellaneous Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Visual and Tactile Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Flight Load Factor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Flight Crew Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Kinds of Operation Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Maximum Operating Altitude Limit. . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Outside Air Temperature Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Maximum Passenger Seating Limits . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Other Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Flap Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26
Type II, Type III or Type IV Anti-ice Fluid Takeoff Limitations . . . . . 2-27
Flap Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
Flight in Known Icing Visual Cues . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 2-1
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000
Table of Contents (Continued)

G1000 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

Operational Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Garmin GFC-700 AFCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
L3 Communications WX 500 Stormscope . . . . . . . . . . . . . . . . . . . 2-31
Traffic Advisory System (TAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Terrain Awareness and Warning System (TAWS-B) . . . . . . . . . . . 2-31
Optional Equipment User’s Guide . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32

FAA APPROVED
2-2 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

INTRODUCTION
Section 2 includes the operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its
engine, standard/non-standard systems and standard/non-standard
equipment.

WARNING
The limitations included in this section and in
Section 9 have been approved by the Federal
Aviation Administration. Observance of these
operating limitations is required by federal aviation
regulations.

NOTE
• Operation in countries other than the United States may
require observance of other limitations, procedures or
performance data.
• Refer to Section 9 of this POH/AFM for amended
operating limitations, procedures, performance data and
other necessary information for supplemental systems.
• The airspeeds listed in Airspeed Limitations chart, and
Airspeed Indicator Markings chart are based on
Airspeed Calibration data shown in Section 5 with the
normal static source. If the alternate static source is
being used, ample margins should be observed to allow
for the airspeed calibration variations between the
normal and alternate static sources as shown in Section
5.
Your Cessna is certificated under FAA Type Certificate No. A37CE as
Cessna Model No. 208B.

FAA APPROVED
208BPHBUS-00 U.S. 2-3
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in
Airspeed Limitations chart.

Figure 2-1

FAA APPROVED
2-4 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code significance are
shown in Airspeed Indicator Markings chart.

Figure 2-2

FAA APPROVED
208BPHBUS-00 U.S. 2-5
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

POWER PLANT LIMITATIONS

Engine Manufacturer . . . . . . . . . . . . . . Pratt & Whitney Canada Inc.
Engine Model Number . . . . . . . . . . . . . . . . . . . . . . . . . . . PT6A-114A
Engine Operating Limits . . . Refer to Engine Operating Limits chart
Fuel Grade and Approved Fuel Additives . .Refer to Fuel Limitations
Oil Grade (Specification):
Oil conforming to Pratt & Whitney Engine Service Bulletin No. 1001,
and all revisions or supplements thereto, must be used. Refer to
Section 8 for a listing of approved oils. When adding oil, service the
engine with the type and brand which is currently being used in the
engine.

CAUTION
Do not mix types or brands of oil.
PROPELLER:
Propeller Manufacturer . . . . . . . . . . . . McCauley Propeller Systems
Propeller Model Number . . . . . . . . . . . . . . . 3GFR34C703/106GA-0
Propeller Diameter
Maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 Inches
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 Inches
Propeller Blade Angle at 30-inch Station:
Feathered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88°
Low Pitch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.6°
Maximum Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -14°

(Continued Next Page)

FAA APPROVED
2-6 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

POWER PLANT LIMITATIONS (Continued)

Propeller System Operating Limits:
An overspeed governor check shall be performed before the first
flight of the day, after engine control system maintenance, or if
adjustment has been made.
Propeller RPM must be set at 1900 during all instrument
approaches.
Engine Control Operating Limits:
Flight operation with the POWER Lever retarded below the IDLE
position is prohibited. Such positioning may lead to loss of airplane
control or may result in an engine overspeed condition and
consequent loss of engine power.
Operation of the EMERGENCY POWER Lever is prohibited with the
POWER Lever out of the IDLE position.
Engine Starting Cycle Limits:
Using the airplane battery, the starting cycle shall be limited to the
following intervals and sequence:

30 seconds ON - 60 seconds OFF,

30 seconds ON - 60 seconds OFF,
30 seconds ON - 30 minutes OFF.
Repeat the above cycle as required.
Using external power, the starting cycle shall be limited to the
following intervals and sequence:
20 seconds ON - 120 seconds OFF,
20 seconds ON - 120 seconds OFF,
20 seconds ON - 60 minutes OFF.
Repeat the above cycle as required.

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 2-7
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

POWER PLANT LIMITATIONS (Continued)

ENGINE OPERATING LIMITS

Figure 2-3 (Sheet 1 of 2)

FAA APPROVED
2-8 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

POWER PLANT LIMITATIONS (Continued)

ENGINE OPERATING LIMITS

Figure 2-3 (Sheet 2)

FAA APPROVED
208BPHBUS-00 U.S. 2-9
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

POWER PLANT INSTRUMENT MARKINGS

Power plant instrument markings and their color significance are shown
in Power Plant Instrument Markings chart.

NOTE
1. Incorporates red line that moves to compensate for propeller
RPM variation.
2. Incorporates enlarged ITT scaling with engine OFF and during
start (STRT) sequence to aid temperature monitoring.
3. Incorporates red line that moves to compensate for OAT.
100% Ng is 37,500 RPM.
4. Propeller RPM must be set so as not to exceed 675 SHP with
torque above 1865 foot-pounds. Full 675 SHP rating is
available only at RPM settings of 1800 or greater.
Figure 2-4
FAA APPROVED
2-10 U.S. 208BPHBUS-01
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

MISCELLANEOUS INSTRUMENT MARKINGS

Power plant instrument markings and their color significance are shown
in Miscellaneous Instrument Markings chart.

Figure 2-5

FAA APPROVED
208BPHBUS-00 U.S. 2-11
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

PREFLIGHT
Takeoff is prohibited with any frost, ice, snow, or slush adhering to the
wings, horizontal stabilizer, vertical stabilizer, control surfaces, propeller
blades, and/or engine inlets.
WARNING
Even small amounts of frost, ice, snow or slush on
the wing may adversely change lift and drag.
Failure to remove these contaminants will degrade
airplane performance and will prevent a safe takeoff
and climb.

VISUAL AND TACTILE CHECK

If the outside air temperature (OAT) is below 10°C (50°F) a tactile
check of the wing leading edge and upper surface per Section 4 of the
POH/AFM is required in addition to a visual inspection. During ground
icing conditions, takeoff must be accomplished within five minutes of
completing the tactile inspection unless the airplane is operated per 14
CFR 135.227(b)(3).
Ground icing conditions are defined as:
1. The OAT is 2°C (36°F) or below and visible moisture is present
(i.e. rain, drizzle, sleet, snow, fog, water is present on the wing,
etc.), or,
2. The OAT is 5°C (41°F) or below and conditions are conducive to
active frost formation (e.g. clear night with a dew point
temperature/OAT difference of 3°C (5°F) or less).
Takeoff is prohibited if frost, ice or snow may reasonably be expected to
adhere to the airplane between the tactile check and takeoff (e.g. snow
near freezing temperature with no deicing/anti-ice fluid application).
Refer to the preflight procedures in Section 4 of this POH/AFM.

WEIGHT LIMITS
Maximum Ramp Weight . . . . . . . . . . . . . . . . . . . . . . . 8785 Pounds
Maximum Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . 8750 Pounds
Maximum Landing Weight . . . . . . . . . . . . . . . . . . . . . 8500 Pounds

NOTE
Refer to Section 6 of this POH/AFM for recommended
loading arrangements in the Standard 208B (Passenger
and Cargo Version).

FAA APPROVED
2-12 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

CENTER OF GRAVITY LIMITS

Center of Gravity Range:
Forward: 179.60 inches (3.06% MAC) aft of datum at
5500 pounds or less, with straight line
variation to 193.37 inches (23.80% MAC) aft
of datum at 8000 pounds, and straight line
variation to 199.15 inches (32.50% MAC) aft
of datum at 8750 pounds.

Aft: 204.35 inches (40.33% MAC) aft of datum at

all weights up to 8750 pounds.
Reference Datum: 100 inches forward of front face of firewall.
Mean Aerodynamic Chord (MAC):
The leading edge of the MAC is 177.57 inches aft of the datum. The
MAC length is 66.40 inches.

MANEUVER LIMITS
This airplane is certificated in the normal category. The normal category
is applicable to aircraft intended for non-aerobatic operations. These
include any maneuvers incidental to normal flying, stalls (except whip
stalls), lazy eights, chandelles, and turns in which the angle of bank is
not more than 60°.
Aerobatic maneuvers, including spins, are not approved.

FAA APPROVED
208BPHBUS-00 U.S. 2-13
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

FLIGHT LOAD FACTOR LIMITS

Flight Load Factors: (Maximum Takeoff Weight - 8750 pounds)
*Flaps UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.8g, -1.52g
*Flaps Down (All Settings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2.4g
*The design load factors are 150% of the above, and in all
cases, the structure meets or exceeds design loads.

FLIGHT CREW LIMITS

One pilot required in left seat.

KINDS OF OPERATIONS EQUIPMENT LIST

The Cessna 208B with Garmin G1000 is equipped for day or night VFR
or IFR operations and flight into known icing conditions when
appropriate equipment is installed. The operating limitation placard
reflects the limits applicable at the time of Airworthiness Certificate
issuance.
The following equipment lists identify the systems and equipment upon
which type certification for each kind of operation was predicated.
These systems and equipment items must be installed and operable
unless:
1. The airplane is approved to be operated in accordance with a
current Minimum Equipment List (MEL) issued by the FAA.
Or;
2. An alternate procedure is provided in the basic FAA Approved
Airplane Flight Manual for the inoperative state of the listed
equipment and all limitations are complied with.

NOTE
The following systems and equipment list does not included
all equipment required by the 14 CFR Parts 91 and 135
Operating Requirements. It also does not include
components obviously required for the airplane to be
airworthy such as wings, primary flight controls,
empennage, engine, etc.

(Continued Next Page)

FAA APPROVED
2-14 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

KINDS OF OPERATIONS EQUIPMENT LIST

(Continued)

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 2-15
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

(Continued Next Page)

FAA APPROVED
2-16 U.S. 208BPHBUS-01
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 2-17
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

(Continued Next Page)

FAA APPROVED
2-18 U.S. 208BPHBUS-01
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 2-19
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

(Continued Next Page)

FAA APPROVED
2-20 U.S. 208BPHBUS-01
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 2-21
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

(Continued Next Page)

FAA APPROVED
2-22 U.S. 208BPHBUS-01
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

FAA APPROVED
208BPHBUS-01 U.S. 2-23
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

FUEL LIMITATIONS

NOTE
To achieve full capacity, fill fuel tank to the top of the filler
neck. Filling fuel tanks to the bottom of the fuel filler collar
(level with flapper valve) allows space for thermal
expansion and results in a decrease in fuel capacity of four
gallons per side (eight gallons total).
With low fuel quantity (FUEL LOW CAS MSG(s) ON), continuous
uncoordinated flight is prohibited. Unusable fuel quantity increases
when more severe sideslip is maintained.
Due to possible fuel starvation, maximum full rudder sideslip duration
time is three minutes.
Maximum fuel unbalance in flight is 200 pounds.

Fuel Grade (Specification) and Fuel Additives:

CAUTION
Aviation gasoline is restricted to emergency use and
shall not be used for more than 150 hours in one
overhaul period; a mixture of one part aviation gasoline
and three parts of Jet A, Jet A-1, JP-1, or JP-5 may be
used for emergency purposes for a maximum of 450
hours per overhaul period.

(Continued Next Page)

FAA APPROVED
2-24 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

FUEL LIMITATIONS (Continued)

Fuel Grade Specification and Fuel Additives

Figure 2-7
Refer to Section 8 for additional approved additives and
concentrations.

FAA APPROVED
208BPHBUS-00 U.S. 2-25
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

MAXIMUM OPERATING ALTITUDE LIMIT

Certificated Maximum Operating Altitudes:
Non-Icing Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . 25,000 Feet
Icing Conditions (if so equipped) . . . . . . . . . . . . . . . . . 20,000 Feet
Any conditions with any ice on the airplane . . . . . . . . . 20,000 Feet

OUTSIDE AIR TEMPERATURE LIMITS

Cold Day. . . . . . . . . . . . . . . . . . . -54°C from Sea Level to 25,000 Feet.
Hot Day:
Ground Operations. . . . . . . . . +53°C from Sea Level to 5000 Feet
ISA +37°C above 5000 Feet
Flight Operations . . . . . ISA +35°C from Sea Level to 25,000 Feet
Refer to ISA Conversion and Operating Temperature Limits chart in
Section 5, for a graphical presentation of the operating air temperature
limits.

NOTE
• With both deck skin fans inoperative, ground operations
are limited to 46°C for 30 minutes.
• Ground operations up to 38°C are not time limited with
both deck skin fans inoperative.

MAXIMUM PASSENGER SEATING LIMITS

In the Cargo Version, a maximum of one seat may be installed to the
right of the pilot’s seat for use by a second crew member or a
passenger. In the Passenger Version, up to eleven seats may be
installed. the right front seat may be occupied by either a second crew
member or passenger. When the right front seat is occupied by a
passenger, only eight seats in the aft cabin can be occupied. Refer to
Section 6 for seat locations.

OTHER LIMITATIONS

FLAP LIMITATIONS
Approved Takeoff Range . . . . . . . . . . . . . . . . . . . . . . . . . . UP to 20°
Approved Landing Range . . . . . . . . . . . . . . . . . . . . . . . .UP to FULL
Approved Landing Range in Icing Conditions . . . . . . . . . . UP to 20°

FAA APPROVED
2-26 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

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

TAKEOFF LIMITATIONS
FLAP LIMITATIONS
Takeoff Flaps Setting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP

AIRSPEED LIMITATIONS
Takeoff Rotation Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 KIAS

FLIGHT IN KNOWN ICING VISUAL CUES

As Required by AD 96-09-15, Paragraph (a) (1)

WARNING
Severe icing may result from environmental
conditions outside of those for which the airplane
is certificated. Flight in freezing rain, freezing
drizzle, or mixed icing conditions (supercooled
liquid water and ice crystals) may result in ice
build-up on protected surfaces exceeding the
capability of the ice protection system, or may
result in ice forming aft of the protected surfaces.
This ice may not be shed using the ice protection
systems, and may seriously degrade the
performance and controllability of the airplane.
During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual cues.
If one or more of these visual cues exists, immediately request priority
handling from Air Traffic Control to facilitate a route or an altitude
change to exit the icing conditions.
1. Unusually extensive ice is accreted on the airframe in areas not
normally observed to collect ice.
2. Accumulation of ice on the upper or lower surface of the wing aft
of the protected area.
3. Heavy ice accumulations on the windshield, or when ice forms aft
of the curved sections on the windshield.
4. Ice forms aft of the protected surfaces of the wing struts.

NOTE
This supersedes any relief provided by the Master Minimum
Equipment List (MMEL), or the Kinds of Equipment Limits
(KOEL).
FAA APPROVED
208BPHBUS-00 U.S. 2-27
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

G1000 LIMITATIONS
The current Garmin G1000 Cockpit Reference Guide (CRG) Part
Number and System Software Version that must be available to the
pilot during flight are displayed on the MFD AUX group, SYSTEM
STATUS page.
GPS based IFR enroute, oceanic and terminal navigation is prohibited
unless the pilot verifies the currency of the database or verifies each
selected waypoint for accuracy by reference to current approved data.
RNAV/GPS instrument approaches must be accomplished in
accordance with approved instrument approach procedures that are
retrieved from the G1000 navigation database. The G1000 database
must incorporate the current update cycle.
Use of the NAVIGATION MAP page for pilotage navigation is
prohibited. The Navigation Map is intended only to enhance situational
awareness. Navigation is to be conducted using only current charts,
data and authorized navigation facilities.
Use of the TERRAIN PROXIMITY information for primary terrain
avoidance is prohibited. The Terrain Proximity map is intended only to
enhance situational awareness. It is the pilot’s responsibility to provide
terrain clearance at all times.
Navigation using the G1000 is not authorized north of 70° North latitude
or south of 70° South latitude due to unsuitability of the magnetic fields
near the Earth's poles. In addition, operations are not authorized in the
following two regions:
1. North of 65° North latitude between longitude 75° W and 120° W
(Northern Canada).
2. South of 55° South latitude between longitude 120° E and 165° E
(region south of Australia and New Zealand).

(Continued Next Page)

FAA APPROVED
2-28 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

G1000 LIMITATIONS (Continued)

The COM 1/2 (split COM) function of the Audio Panel is not approved
for use. During COM 1/2 operation, transmission by one crew member
inhibits reception by the other crew member.
The fuel quantity, fuel used and fuel remaining functions of the G1000
are advisory information only and must be verified by the pilot.
Dispatch with GIA1, 2, PFD, or MFD cooling advisory message is
prohibited.

OPERATIONAL APPROVALS
The Garmin G1000 GPS receivers are approved under TSO C145a
Class 3. The Garmin G1000 system has been demonstrated capable
of, and has been shown to meet the accuracy requirements for, the
following operations provided it is receiving usable navigation data.
These do not constitute operational approvals.
1. Enroute, terminal, non-precision instrument approach operations
using GPS and WAAS (including "GPS", "or GPS", and "RNAV"
approaches), and approach procedures with vertical guidance
(including "LNAV/VNAV", "LNAV + V", and "LPV") within the U.S.
National Airspace System in accordance with AC 20-138A.
2. As a required Long Range Navigation (LRN) system for use in
the following types of airspace when used in conjunction with
Garmin WAAS Fault Detection/Exclusion Prediction Program,
part number 006-A0154-01 or later approved version:
a. Oceanic/Remote - RNP-10 (per FAA AC 20-138A, FAA
Notice 8110-60, FAA Order 8400-12A, and FAA Order 8700-
1). Both GPS receivers are required to be operating and
receiving usable signals except for routes requiring only one
Long Range Navigation (LRN) sensor.

NOTE
Each display computes an independent navigation solution
based on the on-side GPS sensor. However, either display
will automatically revert to the cross-side sensor if the on-
side sensor fails or if the cross-side sensor is determined to
be more accurate. A “BOTH ON GPS1” or “BOTH ON
GPS2” message does not necessarily mean that one GPS
has failed. Refer to the MFD AUX-GPS STATUS page to
determine the status of the unused GPS.

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 2-29
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000
OPERATIONAL APPROVALS (Continued)
b. North Atlantic (NAT) Minimum Navigational Performance
Specifications (MNPS) Airspace per AC 91-49 and AC 120-
33. Both GPS receivers are required to be operating and
receiving usable signals except for routes requiring only one
Long Range Navigation sensor.
c. Enroute and Terminal including RNP5/BRNAV and PRNAV
(RNP-1) - In accordance with JAA TGL-10, ACJ 20X4, AC
90-96A, and AC 90-100A, provided the FMS is receiving
usable navigation information from one or more GPS
receivers.

GARMIN GFC 700 AUTOMATED FLIGHT CONTROL

SYSTEM (AFCS)
1. The GFC 700 AFCS preflight test must be successfully
completed prior to use of the autopilot, flight director or manual
electric trim.
2. A pilot, with the seat belt fastened, must occupy the left pilot’s
seat during all autopilot operations.
3. The autopilot and yaw damper must be off during all takeoff and
landings.
4. Autopilot maximum engagement speed . . . . . . . . . . . 175 KIAS
Autopilot minimum engagement speed . . . . . . . . . . . . . 80 KIAS
Electric Trim maximum operating speed . . . . . . . . . . . 175 KIAS
5. The autopilot must be disengaged below 200 feet AGL during
approach operations and below 800 feet AGL during all other
operations.
6. ILS approaches using the autopilot/flight director are limited to
Category I approaches only.
7. Raw data ILS approaches below 400 feet AGL are prohibited.
8. Use of the autopilot is prohibited when the audio panel is
inoperative (since the aural alert will not be provided when
autopilot is disengaged).
9. Use of the autopilot is prohibited when conducting missed
approach procedures until an established rate of climb that
ensures all altitude requirements of the procedure will be met.

L3 COMMUNICATIONS WX 500 STORMSCOPE (if

installed)
Use of the WEATHER MAP (WX-500 Stormscope) for hazardous
weather (thunderstorm) penetration is prohibited. LTNG information on
the NAVIGATION MAP or WEATHER MAP is approved only as an aid
to hazardous weather avoidance, not penetration.
User’s guide should be available to the pilot in flight.
FAA APPROVED
2-30 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS
TRAFFIC ADVISORY SYSTEM (TAS) (if installed)
Use of the TRAFFIC MAP to maneuver the airplane to avoid traffic is
prohibited. TAS is intended for advisory use only. TAS is intended only
to help the pilot to visually locate traffic. It is the responsibility of the
pilot to see and maneuver to avoid traffic.
TAS is unable to detect any intruding aircraft without an operating
transponder. TAS can detect and track aircraft with either an ATCRBS
(operating in Mode A or C) or Mode S transponders.
ATC procedures and the “see and avoid concept” will continue to be the
primary means of aircraft separation. However, if communication is lost
with ATC, TAS adds a significant backup for collision avoidance.

TERRAIN AWARENESS AND WARNING SYSTEM

(TAWS-B) (if installed)
Use of the Terrain Awareness and Warning System (TAWS-B) to
navigate to avoid terrain or obstacles is prohibited. TAWS-B is only
approved as an aid to help the pilot to see-and-avoid terrain or
obstacles.
TAWS-B must be inhibited when landing at a location not included in
the airport database.
Use of TAWS-B is prohibited when operating using the QFE altimeter
setting (altimeter indicates 0 feet altitude when the airplane is on the
runway).
The pilot is authorized to deviate from the current ATC clearance only
to the extent necessary to comply with TAWS-B warnings.
The geographic area of the TAWS-B database must match the
geographic area in which the airplane is being operated.

OPTIONAL EQUIPMENT USER’S GUIDE

The pilot is responsible for ensuring the appropriate user’s guide(s) for
all optional equipment installed in the aircraft is accessible to the pilot in
flight.

FAA APPROVED
208BPHBUS-00 U.S. 2-31
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

PLACARDS
WARNING
The following information must be displayed in the
form of composite or individual placards. As a
minimum, the exact wording of these placards is
required as specified in this section. Placard
wording can be from part numbered placards
obtained from Cessna Aircraft Company or
equivalent placards installed by an approved repair
station in accordance with normal maintenance
practices/procedures.
1. In full view of the pilot on the sunvisor or windshield trim strip on
airplanes equipped for flight into known icing:

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

airplanes not equipped for flight into known icing:

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FAA APPROVED
2-32 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

PLACARDS (Continued)
2. In full view of the pilot on the sunvisor or windshield trim on
airplanes not equipped for flight into known icing and on airplanes
equipped for flight into known icing not incorporating SK208-175:

THIS AIRPLANE IS PROHIBITED FROM FLIGHT

IN KNOWN OR FORECAST ICING
3. On pedestal:
DO NOT TAKEOFF WITH ICE/FROST/SNOW ON THE
AIRCRAFT
4. On control lock:
CAUTION
CONTROL LOCK
REMOVE BEFORE STARTING ENGINE
5. On left sidewall below and forward of instrument panel and (when
right flight instrument panel is installed) on right sidewall below
and forward of instrument panel:

6. On sunvisor or windshield trim-strip:

7. Above Pilot PFD:

MAX WT. MANEUVER SPEED 148 KIAS
SEE POH FOR OTHER WEIGHTS

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 2-33
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

PLACARDS (Continued)
8. A calibration card must be provided to indicate the accuracy of
the magnetic compass in 30° increments.
9. Near wing flap position indicator:
UP to 10° 175 KIAS (partial flap range with dark blue
color code; also mechanical detent
at 10°)
10° to 20° 150 KIAS (light blue code; also mechanical
detent at 20°)
20° to FULL 125 KIAS (white color code)

10. Below power lever:

CAUTION
USE BETA AND REVERSE ONLY
WITH ENGINE RUNNING AND
PROPELLER OUT OF FEATHER

11. On fuel tank selector:

(Continued Next Page)

FAA APPROVED
2-34 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

PLACARDS (Continued)
12. Adjacent to each outboard fuel tank filler cap:

13. Adjacent to each inboard fuel tank filler cap (when installed):

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 2-35
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

PLACARDS (Continued)
14. Adjacent to fuel filter:

15. Adjacent to fuel drain can:

16. On the brake fluid reservoir:

(Continued Next Page)

FAA APPROVED
2-36 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

PLACARDS (Continued)
17. Adjacent to oil dipstick/filler cap (on inertial separator duct):

18. On side of inertial separator duct:

19. On firewall above battery tray:

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 2-37
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

PLACARDS (Continued)
20. Near ground service plug receptacle:

EXTERNAL POWER
28 VOLTS D.C. NOMINAL
800 AMP
STARTING CAPACITY MIN.
DO NOT EXCEED 1700 AMPS

21. On access panel on bottom of both wings just forward of aileron:

FLUX VALVE
USE NON-MAGNETIC
TOOLS AND SCREWS

22. On each side of nose strut fairing near tow limit marking (rudder
lock placard required when rudder lock installed):
WARNING CAUTION
MAXIMUM
DO NOT TOW AIRCRAFT
TOW
WITH RUDDER LOCK
LIMIT
ENGAGED

23. Adjacent to left crew door inside door handle:

(Continued Next Page)

FAA APPROVED
2-38 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

PLACARDS (Continued)
24. Adjacent to upper passenger door outside pushbutton and door
handle (Passenger version only):

25. Adjacent to upper passenger door inside door handle

(Passenger version only):

26. At center of lower passenger door on inside and outside

(Passenger Version only):

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 2-39
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

PLACARDS (Continued)
27. Adjacent to upper cargo door outside pushbutton and door
handle:

28. Adjacent to upper cargo door inside door handle (Passenger

Version only):

29. On right sidewall of lower passenger door (Passenger Version

only):

(Continued Next Page)

FAA APPROVED
2-40 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

PLACARDS (Continued)

30. On left and right sides of aft cargo barrier (Cargo Version/
Passenger Version with cargo barrier installed):
MAX LOAD BEHIND BARRIER
3400 LBS TOTAL
ZONES FWD OF LAST LOADED
ZONE MUST BE AT LEAST
75% FULL BY VOLUME. SEE
POH FOR EXCEPTIONS.
-CHECK WEIGHT AND BALANCE-

31. On inside of lower cargo door (Cargo Version only)

MAX LOAD BEHIND BARRIER
3400 LBS TOTAL
ZONES FWD OF LAST LOADED
ZONE MUST BE AT LEAST
75% FULL BY VOLUME. SEE
POH FOR EXCEPTIONS.
-CHECK WEIGHT AND BALANCE-
LOAD MUST BE PROTECTED FROM
SHIFTING - SEE POH -

32. On right sidewall adjacent to Zone 5 (Cargo Version only):

IF LOAD IN ZONE 5 EXCEEDS
400 LBS A PARTITION NET IS REQD
AFT OR LOAD MUST BE
SECURED TO FLOOR

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 2-41
SECTION 2 CESSNA
LIMITATIONS MODEL 208B G1000

PLACARDS (Continued)
33. On left and right sides of cabin in appropriate zones (Cargo
Version only):
ZONE 1
MAX LOAD 1780 LBS
ZONE 2
MAX LOAD 3100 LBS
ZONE 3
MAX LOAD 1900 LBS
ZONE 4
MAX LOAD 1380 LBS
ZONE 5
MAX LOAD 1270 LBS
ZONE 6
MAX LOAD 320 LBS

(Continued Next Page)

FAA APPROVED
2-42 U.S. 208BPHBUS-00
CESSNA SECTION 2
MODEL 208B G1000 LIMITATIONS

PLACARDS (Continued)
34. On inside of cargo pod doors (if installed):
FWD. COMPARTMENT
MAX. WEIGHT 230 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
CTR. COMPARTMENT
MAX. WEIGHT 310 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
AFT COMPARTMENT
MAX. WEIGHT 270 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
AFT COMPARTMENT
MAX. WEIGHT 280 LBS.
MAX. FLOOR LOADING
30 LBS. PER SQ. FT.
NO SHARP EDGES
35. At each sidewall and ceiling anchor plate (except heavy duty
anchor plates with additional structural support) and at anchor
plate at center of lower cargo door (Cargo Version only):

FAA APPROVED
208BPHBUS-00 U.S. 2-43/2-44
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

SECTION 3
EMERGENCY PROCEDURES

TABLE OF CONTENTS Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Airspeeds for Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . 3-5

Operating Procedures - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6

Engine Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8

Engine Failure During Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Engine Failure Immediately After Takeoff . . . . . . . . . . . . . . . . . . 3-8
Engine Failure During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Engine Flameout During Flight . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

Airstart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Starter Assist (Preferred Procedure) . . . . . . . . . . . . . . . . . . . . . . 3-10
No Starter Assist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

Forced Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13

Emergency Landing without Engine Power . . . . . . . . . . . . . . . . 3-13
Precautionary Landing with Engine Power . . . . . . . . . . . . . . . . . 3-13
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

Smoke and Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

Engine Fire in Flight (Red ENGINE FIRE CAS MSG). . . . . . . . 3-14
Electrical Fire in Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Cabin Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Wing Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Cabin Fire During Ground Operations . . . . . . . . . . . . . . . . . . . . 3-17
Engine Fire During Start on
Ground (Red ENGINE FIRE CAS MSG) . . . . . . . . . . . . . . . . 3-18

Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

The Following Weather Conditions can be Conducive
to Severe In-flight Icing - as Required by
AD 96-09-15, Paragraph (a) (2) . . . . . . . . . . . . . . . . . . . . . . . 3-19
Procedures For Exiting the Severe Icing Environment -
as Required by AD 96-09-15, Paragraph (a) (2) . . . . . . . . . . 3-19
Inadvertent Icing Encounter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
(Continued Next Page)
FAA APPROVED
208BPHBUS-01 U.S. 3-1
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
TABLE OF CONTENTS Page
Avionics/Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Pitch Trim Failure (Red PTRIM on PFD) . . . . . . . . . . . . . . . . . . 3-22
Yaw Damper Inoperative (Red AFCS or YAW CAS MSG) . . . . 3-22

Electrical Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23

Generator Failure (Amber GENERATOR OFF CAS MSG) . . . . 3-23
Voltage High (Red VOLTAGE HIGH CAS MSG) . . . . . . . . . . . . 3-25
Voltage Low (Red VOLTAGE LOW CAS MSG) . . . . . . . . . . . . . 3-25

Engine Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27

Loss of Oil Pressure (Red OIL
PRESSURE LOW CAS MSG) . . . . . . . . . . . . . . . . . . . . . . . 3-27
Fuel Control Unit Malfunction in the Pneumatic or
Governor Sections (Engine Power Rolls Back to Idle) . . . . . 3-27
Emergency Power Lever not Stowed
(Red EMERG PWR LVR CAS MSG) . . . . . . . . . . . . . . . . . . 3-27

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28

Fuel Flow Interruption to Fuel Reservoir
(Red RSVR FUEL LOW CAS MSG). . . . . . . . . . . . . . . . . . . 3-28
Fuel Tank Selector OFF During Engine Start
(Red FUEL SELECT OFF CAS MSG
and Both Fuel Selector Warning Horns Activated) . . . . . . . . 3-28
Fuel Level Low and Single Fuel Selector
Off (Red FUEL SELECT OFF and Amber L, R,
L-R FUEL LOW CAS MSG(s)) and or
Both Fuel Tank Selectors Off (Red FUEL
SELECT OFF CAS MSG and One Fuel Warning
Horn Activated). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28

EXPANDED EMERGENCY
Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Maximum Glide Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Forced Landings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Landing without Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35

Smoke and Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35

(Continued Next Page)

FAA APPROVED
3-2 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
TABLE OF CONTENTS Page

Emergency Operation in Clouds . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36

Executing a 180° Turn in Clouds (AHRS Failure) . . . . . . . . . . . 3-37
Emergency Descent Through Clouds (AHRS Failure) . . . . . . . 3-37
Recovery from Spiral Dive in the Clouds (AHRS Failure) . . . . . 3-38

Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39

Engine Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40

Loss of Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Fuel Control Unit Malfunctions in the Pneumatic
or Governor Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Emergency Power Lever Not Stowed . . . . . . . . . . . . . . . . . . . . . 3-41
Fuel System Malfunction/Inadvertent Fuel
Flow Interruption Procedures . . . . . . . . . . . . . . . . . . . . . . . . 3-42

Electrical Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-43

Generator or Main Bus Malfunctions. . . . . . . . . . . . . . . . . . . . . 3-43
Loss of Electrical Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Partial Avionics Power Failure . . . . . . . . . . . . . . . . . . . . . . . . . 3-44
Standby Electrical System Malfunctions . . . . . . . . . . . . . . . . . . 3-44

Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-45

Emergency Exits Figure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-46

FAA APPROVED
208BPHBUS-01 U.S. 3-3/3-4
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

FAA APPROVED
U.S.
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with
emergencies that can occur. Emergencies caused by airplane or
engine malfunctions are extremely rare if proper preflight inspections
and maintenance are practiced. Enroute weather emergencies can be
minimized or eliminated by careful flight planning and good judgment
when unexpected weather is encountered. However, should an
emergency arise, the basic guidelines described in this section should
be considered and applied as necessary to correct the problem.
Emergency procedures associated with standard avionics, the ELT, or
any optional systems can be found in Section 9.

WARNING
There is no substitute for correct and complete
preflight planning habits and continual review to
minimize emergencies. Be thoroughly
knowledgeable of hazards and conditions which
represent potential dangers. Also be aware of the
capabilities and limitations of the airplane.

AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Takeoff:
WING FLAPS Handle UP . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS
WING FLAPS Handle FULL . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS
Maneuvering Speed:
8750 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 KIAS
7500 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 KIAS
6250 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 KIAS
5000 lbs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 KIAS
Maximum Glide: With Cargo Pod Without Cargo Pod
8750 lbs 95 KIAS 97 KIAS
7500 lbs 87 KIAS 90 KIAS
6250 lbs 79 KIAS 82 KIAS
5000 lbs 71 KIAS 74 KIAS
Precautionary Landing (Engine Power/Flaps FULL) . . . . . . . . 80 KIAS
Landing Without Engine Power:
WING FLAPS Handle UP . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS
WING FLAPS Handle FULL . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS

FAA APPROVED
208BPHBUS-00 U.S. 3-5
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

GENERAL

OPERATING PROCEDURES - GENERAL

The operating procedures contained in this manual have been
developed and recommended by Cessna Aircraft Company and are
approved for use in the operation of this airplane.
This section contains the Emergency and Abnormal Procedures for
your airplane. For your convenience, definitions of these terms are
listed in Section I. Operating procedures in this airplane flight manual
are organized into Emergency, Abnormal, and Normal Procedures.
Normal procedures are those recommended for routine day-to-day
preflight, flight, and postflight operation and include expanded systems
information and procedures. Some checks, as noted in the Limitations
Section of this airplane flight manual, are required to assure proper
system integrity.
The Garmin G1000 Integrated Avionics System monitors most of the
airplane systems for faults or failures and displays this information to
the crew as messages in the Crew Alerting System (CAS) portion of the
Primary Flight Display (PFD) in front of each pilot. Some Garmin G1000
faults are also displayed as messages in the Primary Flight Display
(PFD) or Multi Function Display (MFD). These messages are listed
within the appropriate portion of the Emergency and Abnormal
procedures sections of the FAA Approved POH/AFM or appropriate
Garmin Cockpit Reference Guide for the 208 series aircraft.
Emergency procedures are generally associated with Red CAS
MSG(s) or Garmin G1000 messages. Some procedures, such as
Maximum Glide/Emergency Landing, are not associated with any
particular message, but can involve one or more messages. All
emergency procedures are organized by appropriate systems and
include each Red CAS or Garmin message if applicable exactly as it
appears on the PFD, or MFD. Emergency Procedures require
immediate pilot recognition and corrective action by the crew. Red CAS
MSG(s) will flash and pressing the WARNING softkey will silence the
repeating chime and change the CAS MSG to steady.

(Continued Next Page)

FAA APPROVED
3-6 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
OPERATING PROCEDURES - GENERAL (Continued)
Some emergency situations require immediate memorized corrective
action. These numbered steps are printed in boxes within the
emergency procedures and should be accomplished without the aid of
the checklist.
Abnormal Procedures are general procedures that can be associated
with one or more Amber CAS, or Garmin G1000 messages. Some
procedures are not associated with any particular CAS or Garmin
G1000 message but can involve one or more messages. These
procedures are organized by related systems.
An Abnormal Procedure is one requiring the use of special systems
and/or the alternate use of regular systems that will maintain an
acceptable level of airworthiness. These procedures require immediate
pilot awareness and subsequent crew action may be required. Amber
CAS MSG(s) will initially flash. Pressing the CAUTION softkey will
change the CAS message to a steady state.

NOTE
• White CAS MSG(s) provide general information, indicate
the need for additional crew awareness and the possible
necessity of future pilot action.
• In order to avoid confusion due to multiple messages, at
critical times, some CAS MSG(s) are inhibited when a
Line Replaceable Unit (LRU), such as the GEA-71
(Garmin Engine Airframe Computer), has failed.
• Generally, the following Emergency and Abnormal
Procedures do not direct the pilot to check/reset circuit
breakers. This is considered basic airmanship and can
be accomplished at the pilot's discretion.
• Except where specific action is required, these
procedures do not specify action when on the ground.
Conditions resulting in a Red or Amber message should
be corrected prior to flight. Reasons for White CAS
MSG(s) should be determined prior to flight.
• If a Red or Amber CAS MSG occurs in flight,
consideration should be given to landing at an airport
where corrective maintenance can be performed.

FAA APPROVED
208BPHBUS-01 U.S. 3-7
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF ROLL

1. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . BETA RANGE
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
3. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
IF AIRPLANE CANNOT BE STOPPED ON REMAINING RUNWAY:
4. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
5. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
6. FUEL TANK SELECTORS . . . . OFF (warning horn will sound)
7. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 KIAS
2. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
3. WING FLAPS Handle . . . . AS REQUIRED (20° recommended)
4. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
5. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
6. FUEL TANK SELECTORS . . . . OFF (warning horn will sound)
7. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE FAILURE DURING FLIGHT

1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KIAS
2. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
4. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
5. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
6. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
8. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

(Continued Next Page)

FAA APPROVED
3-8 U.S. 208BPHBUS-00
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
ENGINE FAILURE DURING FLIGHT (Continued)
9. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. Electrical Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
a. AVIONICS STBY PWR Switch . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS BUS TIE Switch . . . . . . . . . . . . . . . . . . . . . OFF
c. PRIMARY Switch (if installed) . . . . . . . . . . . . . . . . . NORM

NOTE
TKS Ice Protection System PRIMARY switch must be kept
in NORM in order to keep the electrical load within limits on
BATTERY power ONLY.

d. PROP HEAT Switch (if installed) . . . . . . . . . . . . . . . . . OFF

e. CABIN Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
f. STROBE lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
g. LDG and TAXI/RECOG lights. . . . . . . . . . . . . . . . . . . . OFF

NOTE
Keep LDG and TAXI/RECOG lights OFF until required for
approach and landing. Prior to landing, only turn the LEFT
LDG light ON to keep electrical load below limit.

h. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

i. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . OFF
j. GEN CONT and GEN FIELD Circuit Breakers. . . . . . PULL
(top row, last two breakers on forward end)
k. RIGHT PITOT HEAT Circuit Breaker . . . . . . . . . . . . . PULL
(second row, third breaker from aft end)
l. RDNG LIGHT Circuit Breaker . . . . . . . . . . . . . . . . . . PULL
(third row, second breaker from aft end)
m. RADAR R/T Circuit Breaker . . . . . . . . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
n. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. BATT AMPS . . . . . . . . . . . . . . . . . . VERIFY BELOW 45 AMPS
12. FLIGHT . . . . . . . . . . . . . . . TERMINATE (as soon as possible)
(as described in Emergency Landing Without Engine Power)

FAA APPROVED
208BPHBUS-00 U.S. 3-9
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
ENGINE FLAMEOUT DURING FLIGHT
IF GAS GENERATOR SPEED (NG) IS ABOVE 50%:
1. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER SATISFACTORY RELIGHT AS EVIDENCED BY NORMAL
ITT AND Ng.
3. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . AS DESIRED
4. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(if cause of flameout has been corrected.)
IF GAS GENERATOR SPEED (NG) IS BELOW 50%:
5. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
6. Refer to Airstart checklists for engine restart

AIRSTART
STARTER ASSIST (Preferred Procedure)
1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
a. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS Bus 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
c. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
d. Left LIGHTS Panel Switches (9 total) . . . . . . . . . . . . . . OFF
e. POWER OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
f. VENT AIR FANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
g. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . . OFF
h. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
4. EMERGENCY POWER Lever. . . . . . . . . . . . . . . . . . . NORMAL
5. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
6. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . MIN RPM
7. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
8. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . ON (push in)
9. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
10. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
11. Altitude . . . . . . . . . . . . . . . . . . . . . . . . 20,000 FEET MAXIMUM

(Continued Next Page)

FAA APPROVED
3-10 U.S. 208BPHBUS-00
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
STARTER ASSIST (Preferred Procedure) (Continued)
12. STARTER Switch . . . . . . . . . . . . . . . . . START and OBSERVE
a. IGNITION ON CAS MSG . . . . . . . . . . . . . . . . . CHECK ON
b. Engine Oil Pressure Indication . . . . . . . . . . . . . . . . CHECK
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12% MINIMUM
13. FUEL CONDITION Lever . . . . . . . . LOW IDLE and OBSERVE
a. FFLOW PPH . . . . . . . . . . . . . . . . . . . . . . . . . . 90-140 pph
b. ITT . . . . . . . . . . . . . . . . . . . MONITOR (1090°C maximum)
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
14. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING
If conditions exist such as heavy precipitation or
nearly empty fuel tanks, turn the IGNITION Switch
ON.
15. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(unless it cycles on and off; then leave ON)
16. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . HIGH IDLE
17. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
18. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
19. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
20. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
21. Electrical equipment . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

NO STARTER ASSIST
1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
a. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS Bus 2 Switch. . . . . . . . . . . . . . . . . . . . . . . . OFF
c. Left LIGHTS Panel Switches (9 total). . . . . . . . . . . . . . OFF
d. POWER OUTLET Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
e. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
f. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . OFF
g. BLEED AIR HEAT Switch. . . . . . . . . . . . . . . . . . . . . . . OFF
3. EMERGENCY POWER Lever . . . . . . . . . . . . . . . . . . NORMAL
4. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
5. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . MIN RPM

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 3-11
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
NO STARTER ASSIST (Continued)
6. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
7. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . ON (push in)
8. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
9. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
10. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
11. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS MINIMUM
(140 KIAS if propeller is feathered)
12. Altitude . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 feet MAXIMUM
(15,000 feet if propeller is feathered)
CAUTION
Do not attempt a restart without starter assist if N g
indications indicates zero RPM.
13. Ng Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STABLE
14. FUEL CONDITION Lever . . . . . . . . LOW IDLE and OBSERVE
a. FFLOW PPH. . . . . . . . . . . . . . . . . . . . . . . . . . . 90-140 pph
b. ITT . . . . . . . . . . . . . . . . . . . MONITOR (1090°C maximum)
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
15. IGNITION Switch. . . . . . . . . . . . . . . . NORM (Ng 52% or above)
(unless conditions warrant leaving ON)
WARNING
If conditions exist, such as heavy precipitation or
nearly empty fuel tanks, turn the IGNITION Switch
ON.
16. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(unless it cycles on and off; then leave ON)
17. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . HIGH IDLE
18. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
19. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
20. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
21. STBY ALT PWR Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
22. AVIONICS No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

FAA APPROVED
3-12 U.S. 208BPHBUS-00
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 KIAS (flaps UP)
80 KIAS (flaps FULL)
3. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
5. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
6. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
8. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. Nonessential Equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . PULL OFF
11. FUEL TANK SELECTORS . . . . . OFF (warning horn will sound)
12. WING FLAPS Handle . . AS REQUIRED (FULL recommended)
13. Crew Doors. . . . . . . . . . . UNLATCH PRIOR TO TOUCHDOWN
14. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
15. BATTERY Switch . . . . . . . . . . . OFF (when landing is assured)
16. Touchdown . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY TAIL LOW
17. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY HEAVILY
PRECAUTIONARY LANDING WITH ENGINE POWER
1. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
2. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KIAS
4. Selected Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLY OVER
(noting terrain and obstructions)
5. Nonesential Equipment
(except BATTERY, GENERATOR and STBY ALT). . . . OFF
6. WING FLAPS Handle . . . . . . . FULL DOWN (on final approach)
7. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS
8. Crew Doors. . . . . . . . . . . UNLATCH PRIOR TO TOUCHDOWN
9. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
11. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
12. Touchdown . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY TAIL LOW
13. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . BETA RANGE
14. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
15. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY HEAVILY

FAA APPROVED
208BPHBUS-00 U.S. 3-13
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
DITCHING
1. Radio . . . . . . . . . . . . . . . TRANSMIT MAYDAY (on 121.5 MHz)
Give location, intentions and SQUAWK 7700 if transponder is
installed.
2. Heavy Objects in Cabin. . . . . . . . . . . . . . . . . . . . . . . . SECURE
(if passenger is available to assist)
3. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
4. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . FULL DOWN
5. POWER. . . . ESTABLISH 300 FT/MIN DESCENT AT 80 KIAS
6. Approach
a. High Winds . . . . . . . . . . . . . . . . . . . . . . . . INTO THE WIND
b. Light Winds, Heavy Swells . . . . . PARALLEL TO SWELLS
7. Face . . . . . . . . . . . . . . . . . . . . . . . CUSHION at TOUCHDOWN
(with folded coat or similar object)
8. Touchdown . . . . . . . . . . NO FLARE (maintain descent attitude)
9. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
10. Life Vests and Raft . . . . . . . . . . INFLATE (when outside cabin)

WARNING
The airplane has not been flight tested in actual
ditchings, thus the above recommended procedure
is based entirely on the best judgment of Cessna
Aircraft Company.

SMOKE AND FIRE

ENGINE FIRE IN FLIGHT (Red ENGINE FIRE CAS MSG)
1. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
3. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
4. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . PULL OFF
5. CABIN HEAT FIREWALL SHUTOFF CONTROL . . PULL OFF
6. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
7. Overhead Vents. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
8. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
9. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . 20° - FULL
10. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 - 85 KIAS
11. Forced Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXECUTE
(as described in Emergency Landing Without Engine Power)

FAA APPROVED
3-14 U.S. 208BPHBUS-00
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
ELECTRICAL FIRE IN FLIGHT
1. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
3. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING
Without electrical power all electrically operated
flight and engine indications, fuel boost pump, CAS
messages, WING FLAPS Handle and all navigation
and communications will be inoperative. All
standby instruments, including torque indicator
and vacuum-driven standby attitude indicator, will
be operative.

4. Vents . . . . . . . . . . . . . . . . . . . . . . . . CLOSED (to avoid drafts)

a. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . CLOSE
b. Overhead Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
c. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE

WARNING
Occupants should use oxygen masks (if installed)
until smoke clears. After discharging an
extinguisher within a closed cabin, ventilate the
cabin.
7. AVIONICS Power Switches . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING
With AVIONICS No. 1 and No. 2 OFF, use standby
flight instruments.
8. All Other Electrical Switches. . . . . . . . . . . . . . . . . . . . . . . . OFF
IF FIRE APPEARS OUT AND ELECTRICAL POWER IS
NECESSARY FOR CONTINUANCE OF FLIGHT:
9. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
10. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
11. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
12. Circuit Breakers . . . . . . CHECK (for faulty circuit; do not reset)
13. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(Continued Next Page)
FAA APPROVED
208BPHBUS-00 U.S. 3-15
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
ELECTRICAL FIRE IN FLIGHT (Continued)
14. Electrical Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Turn switches on one at a time, with a delay after each until
short circuit is localized.
15. Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(when it is verified that fire is completely extinguished)
a. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
b. Overhead Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
c. VENT AIR FANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
16. BLEED AIR HEAT . . . . . . . . . . . . . . . . . . . . . . . ON (as desired)
CABIN FIRE
1. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
3. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

WARNING
Without electrical power all electrically operated
flight and engine indications, fuel boost pump, CAS
messages, WING FLAPS Handle and all navigation
and communications will be inoperative. All
standby instruments, including torque indicator
and vacuum-driven standby attitude indicator, will
be operative.

4. Vents. . . . . . . . . . . . . . . . . . . . . . . . . CLOSED (to avoid drafts)

a. Forward Side Vents . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
b. Overhead Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
c. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. Fire Extinguisher. . . . . . . . . . . . . . . . . ACTIVATE (if available)

WARNING
Occupants should use oxygen masks (if installed)
until smoke clears. After discharging an
extinguisher within a closed cabin, ventilate the
cabin.
7. Flight . . . . . . . . . . . . . . . . . . TERMINATE (as soon as possible)

FAA APPROVED
3-16 U.S. 208BPHBUS-00
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
WING FIRE
1. PITOT/STATIC HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
2. STALL HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. STROBE Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. NAV Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. LDG and TAXI/ RECOG Switches . . . . . . . . . . . . . . . . . . . OFF
6. FUEL QUANTITY Circuit Breakers . . . . . . . . . . . . . . . . . . OFF
(second row, third breaker from front
and third row third breaker from front)
7. RADAR R/T Circuit Breaker (if installed) . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
8. VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . . . . OFF

WARNING
Perform a sideslip as required to keep flames away
from the fuel tank and cabin. Land as soon as
possible.

CABIN FIRE DURING GROUND OPERATIONS

1. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
3. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
4. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
5. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
6. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
7. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH

FAA APPROVED
208BPHBUS-00 U.S. 3-17
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
ENGINE FIRE DURING START ON GROUND (Red ENGINE
FIRE CAS MSG)
1. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
2. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOTOR

WARNING
It is possible to have an engine fire without an
accompanying Red ENGINE FIRE CAS MSG.
CAUTION
• Do not exceed the starting cycle limitations. Refer to
Section 2, limitations.
• Should the fire persist, as indicated by sustained
interstage turbine temperature, immediately close
the fuel shutoff and continue motoring.
4. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . PULL OFF
6. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVACUATE
8. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH

FAA APPROVED
3-18 U.S. 208BPHBUS-00
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

ICE AND RAIN PROTECTION

THE FOLLOWING WEATHER CONDITIONS CAN BE

CONDUCIVE TO SEVERE IN-FLIGHT ICING - As Required
by AD 96-09-15, Paragraph (a) (2):
1. Visible rain at temperatures below 0°C (32°F) ambient air
temperature.
2. Droplets that splash or splatter on impact at temperatures below
0°C (32°F) ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE ICING

ENVIRONMENT - As Required by AD 96-09-15, Paragraph
(a) (2):
These procedures are applicable to all flight phases from takeoff to
landing. Monitor the ambient air temperature. While severe icing can
form at temperatures as cold as -18°C (0°F), increased vigilance is
warranted at temperatures around freezing with visible moisture
present. If the visual cues specified in Section 2, Limitations for
identifying severe icing conditions are observed, accomplish the
following:
1. Immediately request priority handling from Air Traffic Control to
facilitate a route or an altitude change to exit the severe icing
conditions in order to avoid extended exposure to flight
conditions more severe than those for which the airplane has
been certificated.
2. Avoid abrupt and excessive maneuvering that can exacerbate
control difficulties.
3. Do not engage the autopilot.
4. If the autopilot is engaged, hold the control wheel firmly and
disengage the autopilot.
5. If an unusual roll response or uncommanded roll control
movement is observed, reduce the angle-of-attack.
6. If the flaps are extended, do not retract them until the airframe is
clear of ice.
7. Report these weather conditions to Air Traffic Control.

FAA APPROVED
208BPHBUS-00 U.S. 3-19
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
INADVERTENT ICING ENCOUNTER
1. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . BYPASS
3. PITOT/STATIC HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . ON
4. STALL HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
5. PROP HEAT Switch (if installed) . . . . . . . . . . . . . . . . . . AUTO
IF ABOVE 20,000 FEET:
6. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KIAS MAX
7. Altitude . . . . . . . . . . DESCEND TO 20,000 FEET OR BELOW
(as soon as practical)
Turn back or change altitude to obtain an outside air temperature that
is less conducive to icing.
8. IGNITION Switch. . . . . . . . . . . OFF (after 5 minutes operation)
9. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
10. TEMP Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
Push FWD CABIN HEAT control full in and pull defrost control full out to
obtain maximum windshield defroster effectiveness.
11. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 RPM
(to minimize ice build-up)

NOTE
If BYPASS is used at any point during flight or aircraft
operation due to suspected or actual icing conditions, do
not return it to NORMAL until the separator has been
visually inspected and verified that the separator and its
door are free of ice and water.

CAUTION
If excessive vibration is noted, momentarily reduce
propeller RPM to 1600 with the PROP RPM Lever, then
rapidly move the control full forward. Cycling the RPM
flexes the propeller blades and high RPM increases
centrifugal force, causing ice to shed more readily.
If icing conditions are unavoidable, plan a landing at the nearest airport.
With an extremely rapid ice build-up, select a suitable off airport landing
site.

(Continued Next Page)

FAA APPROVED
3-20 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
INADVERTENT ICING ENCOUNTER (Continued)
With an ice accumulation of 1/4 inch or more on the wing leading
edges, be prepared for a significantly higher power requirement,
approach speed, stall speed, and longer landing roll.
If necessary, set up a forward slip for visibility through the left portion of
the windshield during the landing approach.
Use approach speed of 120 KIAS with flaps at 20°. With ice suspected
on the airframe, or operating at 5°C (41°F) or less in visible moisture,
do not extend flaps beyond 20° for landing.
12. Landing Distance . . . . . MULTIPLY POH/AFM DISTANCE BY:
2.2 - FLAPS UP
2.1 - FLAPS 10°
13. Minimum Approach Airspeed . . . . . . . . . . . . . . AT OR ABOVE:
120 KIAS - Flaps UP
110 KIAS - Flaps 10°

WARNING
With heavy ice accumulations on the horizontal
stabilizer leading edge, do not extend flaps while
enroute or holding. When landing is assured, select
the minimum flap setting required, not to exceed
20°, and maintain extra airspeed consistent with
available field length. Do not retract the flaps once
they have been extended, unless required for go-
around. Then retract flaps in increments while
maintaining 5 to 10 knots extra airspeed.

NOTE
• Land on the main wheels first, avoiding a slow and high
flare.
• Missed approaches should be avoided whenever
possible because of severely reduced climb capability.
However, if a go-around is mandatory, make the decision
much earlier in the approach than normal. Apply takeoff
power and maintain 95 to 110 KIAS while retracting the
flaps slowly in small increments.

FAA APPROVED
208BPHBUS-00 U.S. 3-21
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

AVIONICS/AUTOPILOT
PITCH TRIM FAILURE (Red PTRM ON PFD)
1. Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . GRIP FIRMLY
2. AP/TRIM DISC Button. . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high elevator control forces possible)
3. ELEVATOR TRIM . . . . . . . . RETRIM (using manual trim wheel)

NOTE
Actuate each half of the pilot and copilot Manual Electric
Pitch Trim Switches separately to make sure trim does not
actuate with only one half switch.

IF Red PTRIM CAS MESSAGE CLEARS

Procedure complete

IF Red PTRM MESSAGE REMAINS

4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . DO NOT RE-ENGAGE

YAW DAMPER INOPERATIVE (Red AFCS OR YAW CAS

MSG)
1. AFCS Circuit Breaker (circuit breaker panel) . . . . . . . . CHECK
IF STILL INOPERATIVE
2. Autopilot will be inoperative.

FAA APPROVED
3-22 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

ELECTRICAL FAILURES
GENERATOR FAILURE (Amber GENERATOR OFF CAS
MSG)
1. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Monitor voltage and generator output.
2. STBY ALT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON
IF BUS VOLTS IS LESS THAN 28.5:
3. GEN AMPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
IF GEN AMPS IS ZERO:
a. GEN CONT and GEN FIELD Circuit Breakers. . . PUSH IN
(top row last 2 breakers on forward end)
b. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . RESET
IF GENERATOR OUTPUT RESUMES:
c. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(and monitor GEN AMPS)
If BUS VOLTS increases past 32.5, expect the generator to
trip offline again. If this occurs, complete the Generator
Failure checklists beginning with step 3d.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-23
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
GENERATOR FAILURE (Amber GENERATOR OFF CAS
MSG) (Continued)
IF GEN AMPS IS STILL ZERO:
d. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
e. AVIONICS BUS TIE Switch . . . . . . . . . . . . . . . . . . . . . . ON
f. AVIONICS STBY PWR Switch . . . . . . . . . . . . . . . . . . . . ON
NOTE
AVIONICS No. 1 and No. 2 Switches must remain ON in
order for the battery to power the avionics buses.

g. Electrical Load . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

(1) CABIN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(2) POWER OUTLETS Switch . . . . . . . . . . . . . . . . . . OFF
(3) STROBE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(4) LDG and TAXI/ RECOG Switches. . . . . . . . . . . . . OFF
NOTE
Keep LDG and TAXI/ RECOG OFF until required for
approach and landing. Prior to landing, only turn LEFT LDG
light ON to keep electrical load below limit.
(5) VENT AIR FANS . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(6) AIR CONDITIONING (if installed) . . . . . . . . . . . . . OFF
(7) GEN CONT and GEN FIELD Circuit Breakers . . PULL
(top row, last two breakers on forward end)
(8) RIGHT PITOT HEAT Circuit Breaker. . . . . . . . . . PULL
(second row, third breaker from aft end)
(9) RDNG LIGHT Circuit Breaker . . . . . . . . . . . . . . . PULL
(third row, second breaker from aft end)
(10) RADAR R/T Circuit Breaker . . . . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
(11) HF RCVR and HF AMP Circuit Breakers . . . . . . PULL
(AVN BUS 2, second row, fifth and
sixth breakers from left side)
h. ALT AMPS . . . . . . . . . . . . . . . . VERIFY BELOW 75 AMPS
(continue shedding if not below 75 amps)
i. Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
NOTE
With Standby Alternator powering the electrical system, the
flight can continue to destination airport with the Amber
GENERATOR OFF CAS message displayed. Monitor
alternator load using ENGINE SYSTEM page.
FAA APPROVED
3-24 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
VOLTAGE HIGH (Red VOLTAGE HIGH CAS MSG)
1. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
If BUS VOLTS increases past 32.5, expect the generator to
trip offline automatically. BUS VOLTS will turn red/ white at
32.1 volts to give advanced warning of an automatic trip. If
this occurs, complete the generator failure checklist
beginning with step 3a.
IF THE GENERATOR DOES NOT TRIP AUTOMATICALLY ABOVE
32.5 VDC:
2. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
Complete the GENERATOR FAILURE checklist beginning
with step 3d.

VOLTAGE LOW (Red VOLTAGE LOW CAS MSG)

1. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CAUTION
A Red VOLTAGE LOW CAS MSG followed by a BUS 1,
BUS 2 or STBY PWR Circuit Breaker tripping can
indicate a feeder fault that has isolated itself. Do not
reset the tripped breaker. The Red VOLTAGE LOW
CAS MSG should disappear.
2. STBY ALT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY ON
IF VOLTAGE IS LESS THAN 24.5, Amber GENERATOR OFF AND
Amber STBY PWR INOP CAS MSG(s) ON:
3. GEN CONT and GEN FIELD Circuit Breakers . . . . . . PUSH IN
4. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
5. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . OFF; THEN ON
IF BUS VOLTS IS STILL LESS THAN 24.5:
6. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
7. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-25
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
VOLTAGE LOW (Red VOLTAGE LOW CAS MSG) (Continued)
8. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
a. AVIONICS STBY PWR Switch . . . . . . . . . . . . . . . . . . . OFF
b. AVIONICS BUS TIE Switch . . . . . . . . . . . . . . . . . . . . . OFF
c. ANTI-ICE PRIMARY Switch . . . . . . . . . . . . . . . . . . . NORM

NOTE
TKS Ice Protection System PRIMARY switch must be kept
in NORM in order to keep the electrical load within limits on
BATTERY power ONLY.

d. PROP HEAT Switch (if installed) . . . . . . . . . . . . . . . . . OFF

e. CABIN Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
f. STROBE lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
g. LDG and TAXI/RECOG lights . . . . . . . . . . . . . . . . . . . . OFF

NOTE
Keep LDG and TAXI/RECOG lights OFF until required for
approach and landing. Prior to landing, only turn the LEFT
LDG light ON to keep electrical load below limit.

h. VENT AIR FANS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

i. AIR CONDITIONING (if installed) . . . . . . . . . . . . . . . . . OFF
j. GEN CONT and GEN FIELD Circuit Breakers . . . . . . PULL
(top row, last two breakers on forward end)
k. RIGHT PITOT HEAT Circuit Breaker . . . . . . . . . . . . . PULL
(second row, third breaker from aft end)
l. RDNG LIGHT Circuit Breaker. . . . . . . . . . . . . . . . . . . PULL
(third row, second breaker from aft end)
m. RADAR R/T Circuit Breaker . . . . . . . . . . . . . . . . . . . . PULL
(AVN BUS 1, second row, sixth breaker from left side)
n. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. BATT AMPS . . . . . . . . . . . . . . . . . . VERIFY BELOW 45 AMPS
10. FLIGHT . . . . . . . . . . . . . . TERMINATE (as soon as possible)
(refer to the appropriate FORCED LANDINGS
procedure in this Section)

FAA APPROVED
3-26 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

ENGINE MALFUNCTIONS

LOSS OF OIL PRESSURE (Red OIL PRESS LOW CAS

MSG)
1. Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . MONITOR

CAUTION
If oil pressure indications confirm warning CAS MSG,
proceed in accordance with Engine Failures checklists
or at the discretion of the pilot and consistent with
safety, continue engine operation in preparation for an
emergency landing as soon as possible.

FUEL CONTROL UNIT MALFUNCTION IN THE

PNEUMATIC OR GOVERNOR SECTIONS (Engine Power
Rolls Back To Idle)
1. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
2. EMERGENCY POWER Lever . . . . . . . . . . . . . . . . . . . . . . USE
(maintain 65% Ng minimum during flight)

CAUTION
The EMERGENCY POWER lever overrides normal fuel
control functions and results in the direct operation of
the fuel metering valve. Utilize slow and smooth
movement of the EMERGENCY POWER lever to avoid
engine surges, and/or exceeding ITT, Ng, and torque
limits.

EMERGENCY POWER LEVER NOT STOWED (Red EMERG

PWR LVR CAS MSG)
1. EMERGENCY POWER Lever . . . . . . . . . . . VERIFY NORMAL

FAA APPROVED
208BPHBUS-01 U.S. 3-27
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

FUEL SYSTEM

FUEL FLOW INTERRUPTION TO FUEL RESERVOIR (Red

RSVR FUEL LOW CAS MSG)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
2. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. If Red RSVR FUEL LOW CAS MSG remains and there is usable
fuel in the wing tanks:
a. Carefully monitor engine indications and Amber FUEL
PRESS LOW CAS MSG for signs of fuel starvation.
b. Land as soon as possible and determine cause of Red
RSVR FUEL LOW warning.

WARNING
If there are signs of fuel starvation, prepare for a
forced landing (as described in Emergency Landing
Without Engine Power).

FUEL TANK SELECTOR OFF DURING ENGINE START

(Red FUEL SELECT OFF CAS MSG And Both Fuel
Selector Warning Horns Activated)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON

FUEL LEVEL LOW AND SINGLE FUEL SELECTOR OFF

(Red FUEL SELECT OFF and Amber L, R, OR L-R FUEL
LOW CAS MSG(s)) and/or BOTH FUEL TANK SELECTORS
OFF (Red FUEL SELECT OFF CAS MSG AND ONE FUEL
WARNING HORN ACTIVATED)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
2. Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Maximum 200 pounds imbalance.

FAA APPROVED
3-28 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
START CONT AND/OR FUEL SELECT WARN CIRCUIT
BREAKER(S) TRIPPED (Red FUEL SELECT OFF CAS
MSG)
1. Tripped Circuit Breaker(s). . . . . . . . . . . . . . . . . . . . . . . . RESET

NOTE
With either the START CONT or FUEL SELECT WARN
Circuit Breaker tripped, the Red FUEL SELECT OFF CAS
MSG will be displayed and the FUEL SELECT WARNING
HORNS will be inoperative.

CAUTION
Do not reset circuit breakers more than once and only
after a 2 minute cool off period.

FAA APPROVED
208BPHBUS-01 U.S. 3-29
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

EXPANDED EMERGENCY

ENGINE FAILURE
If an engine failure occurs during the takeoff roll, the most important
thing to do is stop the airplane on the remaining runway. Those extra
items on the checklist will provide added safety after a failure of this
type.
Prompt lowering of the nose to maintain airspeed and establish a glide
attitude is the first response to an engine failure after takeoff.
Feathering the propeller substantially reduces drag, thereby providing
increased glide distance. In most cases, the landing should be planned
straight ahead with only small changes in direction to avoid
obstructions. Altitude and airspeed are seldom sufficient to execute a
180° gliding turn necessary to return to the runway. The checklist
procedures assume that adequate time exists to secure the fuel and
electrical systems prior to touchdown.
After an engine failure in flight, the best glide speed, as shown in Figure
3-1, should be established as quickly as possible. Propeller feathering
is dependent on existing circumstances and is at the discretion of the
pilot. Maximum RPM selection will provide increased gas generator
windmilling speed for emergency restarts in the event of a starter
failure. On the other hand, to obtain the maximum glide, the propeller
must be feathered.

(Continued Next Page)

FAA APPROVED
3-30 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

ENGINE FAILURE (Continued)

While gliding toward a suitable landing area, an effort should be made
to identify the cause of the power loss. An engine failure might be
identified by abnormal temperatures, mechanical noises or high
vibration levels in conjunction with the power loss. A flameout will be
noticed by a drop in ITT, torque and% Ng.

CAUTION
Do not attempt to restart an engine that is definitely
known to have failed.
A flameout can result from the engine running out of fuel, or by unstable
engine operation. Unstable engine operation such as a compressor
surge (possible due to a bleed valve malfunction) can be identifiable by
an audible popping noise just before flameout. Once the fuel supply
has been restored to the engine or cause of unstable engine operation
eliminated, the engine can be restarted.
The best airstart technique is to initiate the relight procedure
immediately after a flameout occurs, provided the pilot is certain that
the flameout was not the result of some malfunction that might make it
hazardous to attempt a relight.
Regardless of airspeed or altitude, there is always the possibility that
the engine can light up successfully just as soon as the ignition is
turned on. In an emergency, turn on the ignition just as soon as
possible after flameout, provided the gas generator speed has not
dropped below 50%. Under these circumstances, it is not necessary to
shut off the fuel or feather the propeller. The POWER lever, however,
should be retarded to IDLE position.

CAUTION
The pilot should determine the reason for power loss
before attempting an airstart.
If a flameout has occurred and the gas generator speed has dropped
below 50%, the FUEL CONDITION lever should be moved to the
CUTOFF position before an airstart is attempted.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-31
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

ENGINE FAILURE (Continued)

MAXIMUM GLIDE

Figure 3-1
Propeller feathering is dependent on circumstances and is at the
discretion of the pilot. However, if engine oil pressure drops below 15
psi, the propeller should be feathered.
If an airstart is to be attempted, follow the checklist procedures. The
Starter Assist procedure is preferred since it results in cooler engine
starts. Successful airstarts (with starter assist) can be achieved at all
airspeeds normally flown and up to an altitude of 14,000 feet. However,
above 14,000 feet, or with the gas generator RPM below 10%, starting
temperatures tend to be higher and caution is required.
(Continued Next Page)

FAA APPROVED
3-32 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

ENGINE FAILURE (Continued)

CAUTION
The FUEL CONDITION Lever can be moved
momentarily to CUTOFF and then back to LOW IDLE if
overtemperature tendencies are encountered. This
reduces the flow of fuel to the combustion chamber.
If the engine starter is inoperative, follow the No Starter Assist checklist
procedures for an airstart.

CAUTION
• If a rise in Ng and ITT are not indicated within 10
seconds, place FUEL CONDITION lever to cutoff
and abort start. Refer to Emergency Procedures
Engine Failure During Flight and Emergency
Landing Without Engine Power.
• Emergency airstarts can be attempted below 10%
Ng and outside the normal airspeed envelope, but
ITT should be closely monitored. the FUEL
CONDITION lever can be moved alternately to cutoff
and then back to low idle if overtemperature
tendencies are encountered.
• Do not attempt an airstart without starter assist with
0% Ng.

FAA APPROVED
208BPHBUS-01 U.S. 3-33
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent,
select a suitable field and prepare for the landing as discussed under
the Emergency Landing Without Engine Power checklist.
Before attempting an off-airport landing with engine power available,
one should fly over the landing area at a safe but low altitude to inspect
the terrain for obstructions and surface conditions, proceeding as
discussed in the Precautionary Landing With Engine Power checklist.

NOTE
The overhead fuel tank selectors control shutoff valves at
the wing fuel tank outlets. To minimize the possibility of a
fire, these selectors can be set to the OFF position during
the final phase of an approach to an “off-airport” landing.
With the selectors turned OFF, there is adequate fuel in the
fuel reservoir tank for 3 minutes of maximum continuous
power operation or approximately 9 minutes idle power
operation. A warning horn will sound with both fuel
selectors turned OFF. If the noise of the warning horn is too
distracting, it can be silenced by pulling the START CONT
circuit breaker.

WARNING
If the precautionary landing is aborted, turn the fuel
tank selectors to the on position after initiating the
balked landing.

DITCHING
Prepare for ditching by securing or jettisoning heavy objects located in
the baggage area and collect folded coats for protection of occupants’
faces at touchdown. Transmit Mayday message on 121.5 MHz giving
location and intentions and squawk 7700. Avoid a landing flare
because of difficulty in judging height over a water surface.

FAA APPROVED
3-34 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

LANDING WITHOUT ELEVATOR CONTROL

Using power lever and elevator trim control, trim for approximately 500
fpm descent with 20° flaps at 85 KIAS. Then control the glide angle by
adjusting power. If required, make small trim changes to maintain
approximately 85 KIAS as power is adjusted during the approach.
The landing flare can be accomplished by a gentle power reduction
accompanied by nose up trim. At forward C.G. loadings, it can be
necessary to make a small power increase in the final flare stage to
bring the nose up and prevent touchdown on the nose first. After
touchdown, move the POWER lever to idle.

SMOKE AND FIRE

In the event a fire is encountered, the following information will be
helpful in dealing with the emergency as quickly and safely as possible.
The preflight checklist in Section 4 is provided to aid the pilot in
detecting conditions which could contribute to an airplane fire. As a fire
requires a combustible material, oxygen and a source of ignition, close
preflight inspection should be given to the engine compartment and the
underside of the wing and fuselage. Leaks in the fuel or oil systems can
lead to a ground or in-flight fire.

WARNING
Flight should not be attempted with known fuel or
oil leaks. The presence of fuel or unusual oil stains
can be an indication of system leaks and should be
corrected prior to flight.
Probable causes of an engine fire are a malfunction of the fuel control
unit and improper starting procedures. Improper procedures such as
starting with the EMERGENCY POWER Lever out of NORMAL position
or introducing fuel into the engine when gas generator speed is below
10% RPM will cause a hot start which can result in an engine fire. In the
event that this occurs, proceed in accordance with the Engine Fire
During Start On Ground checklist.
If an airplane fire is discovered on the ground or during takeoff, but prior
to committed flight, the airplane should be stopped and evacuated as
soon as practical.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-35
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

SMOKE AND FIRE (Continued)

Engine fires originating in flight must be controlled as quickly as
possible in an attempt to prevent major structural damage. Immediately
shut off all fuel to the engine and shut down the engine. Close the cabin
heat firewall shutoff control and forward side vents to avoid drawing fire
into the cabin, open the overhead vents, extend 20° to FULL flaps and
slow down to 80-85 KIAS. This provides a positive cabin pressure in
relation to the engine compartment. An engine restart should not be
attempted.
An open foul weather window produces a low pressure in the cabin. To
avoid drawing the fire into the cabin, the foul weather window should be
kept closed.
A fire or smoke in the cabin should be controlled by identifying and
shutting down the faulty system. Smoke can be removed by opening
the cabin ventilation controls. When the smoke is intense, the pilot can
choose to expel the smoke through the foul weather window. The foul
weather window should be closed immediately if the fire becomes more
intense when the window is opened.
The initial indication of an electrical fire is usually the odor of burning
insulation. The checklist for this problem should result in elimination of
the fire.

EMERGENCY OPERATION IN CLOUDS

If the vacuum pump fails in flight, the standby attitude indicator will not
be accurate. The pilot must rely on the attitude and heading information
(from the AHRS) shown on the PFD indicators. With valid HDG or GPS/
NAV inputs, autopilot operation will not be affected.

If a single AHRS unit fails in flight (red X’s shown through the PFD
attitude and heading indicators), the pilot must rely on the cros-side
AHRS for attitude and heading information.
The autopilot will not operate if a single AHRS unit fails. The pilot must
manually fly the airplane with crosside AHRS input. Refer to Section 7,
Airplane and Systems Description, for additional details on autopilot
operations.

The following instructions assume a dual AHRS failure and that the
pilot is not very proficient at instrument flying.

FAA APPROVED
3-36 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
EXECUTING A 180° TURN IN CLOUDS (AHRS FAILURE)
Upon inadvertently entering the clouds, an immediate turn to reverse
course and return to VFR conditions should be made as follows:

DUAL AHRS FAILURE

1. Note the non-stabilized magnetic compass heading.
2. Set rudder trim to the neutral position.
3. Using the standby attitude indicator, initiate a 15° bank left turn.
Keep feet off rudder pedals. Maintain altitude and 15° bank
angle. Continue the turn for 60 seconds, then roll back to level
flight.
4. When the compass card becomes sufficiently stable, check the
accuracy of the turn by verifying that the compass heading
approximates the reciprocal of the original heading.
5. If necessary, adjust the heading by keeping the wings level and
using the rudder to make skidding turns (the compass will read
more accurately) to complete the course reversal.
6. Maintain altitude and airspeed by cautious application of
elevator control. Keep the roll pointer and index aligned and
steer only with rudder.

EMERGENCY DESCENT THROUGH CLOUDS (AHRS

FAILURE)
When returning to VFR flight after a 180° turn is not practical, a descent
through the clouds to VFR conditions below can be appropriate. If
possible, obtain an ATC clearance for an emergency descent through
the clouds.

DUAL AHRS FAILURE

Choose an easterly or westerly heading to minimize non-stabilized

magnetic compass card sensitivity. Occasionally check the compass
heading and make minor corrections to hold an approximate course.
The autopilot will not operate if the AHRS unit fails. The pilot must
manually fly the airplane without AHRS input.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-37
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
DUAL AHRS FAILURE (Continued)

Before descending into the clouds, prepare for a stabilized descent as

follows:
1. Set rudder trim to neutral position.
2. Turn pitot heat on.
3. Set power for a 500 to 800 feet per minute rate of descent.
4. Set the elevator trim for a stabilized descent at 115 KIAS.
5. Use the standby attitude indicator roll pointer and index to keep
wings level.
6. Check trend of compass card movement and make cautious
corrections with rudder to stop the turn.
7. Upon breaking out of clouds, resume normal cruising flight.

RECOVERY FROM SPIRAL DIVE IN THE CLOUDS (AHRS

FAILURE)
DUAL AHRS FAILURE

If a spiral is entered while in the clouds, continue as follows:

1. Retard POWER lever to idle position.
2. Remove feet from rudder pedals.
3. Stop turn by carefully leveling the wings using aileron control to
align the roll index and roll pointer of the standby attitude
indicator.
4. Cautiously apply elevator back pressure to slowly reduce the
airspeed to 115 KIAS.
5. Adjust the elevator trim control to maintain an 115 KIAS glide.
6. Set rudder trim to neutral position.
7. Use aileron control to maintain wings level (keep roll pointer and
index aligned) and constant heading.
8. Resume EMERGENCY DESCENT THROUGH THE CLOUDS
procedure.
9. Upon breaking out of clouds, resume normal cruising flight.

FAA APPROVED
3-38 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

SPINS
Intentional spins are prohibited in this airplane. Should an inadvertent
spin occur, the following recovery technique can be used.
1. RETARD POWER LEVER TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE
DIRECTION OF ROTATION.
4. IMMEDIATELY AFTER THE RUDDER REACHES THE STOP,
MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR
ENOUGH TO BREAK THE STALL. Full down elevator will be
required at aft center of gravity loadings to assure optimum
recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs can extend the
recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.

FAA APPROVED
208BPHBUS-01 U.S. 3-39
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

ENGINE MALFUNCTIONS

LOSS OF OIL PRESSURE

The complete loss of oil pressure, as evidenced by the Red OIL
PRESS LOW CAS MSG and confirmed by the oil pressure indication
reading, implies that the pilot will eventually lose control of the propeller
as the propeller springs and counterweights drive the propeller blades
into feather. Also, the engine will eventually seize. Therefore, if the pilot
elects to continue to operate the engine after loss of oil pressure,
engine and propeller operation should be closely monitored for
indication of the onset of propeller feathering or engine seizure and the
engine failure checklist should be completed at that time.
Operation of the engine at a reduced power setting (preferably at the
minimum power required for the desired flight regime) will generally
prolong the time to loss of engine/propeller thrust.
Operation of the engine with the oil pressure in the yellow band is not
considered critical, but is a cause for concern and should be tolerated
only for the completion of the flight. Continued monitoring of the oil
pressure gauge will provide an early indication of dropping oil pressure
due to insufficient oil supply or a malfunctioning oil pump, and will give
the pilot additional time to divert to a suitable emergency landing area
with the engine operating.

FAA APPROVED
3-40 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
FUEL CONTROL UNIT MALFUNCTION IN THE
PNEUMATIC OR GOVERNOR SECTIONS
A malfunction in the pneumatic or governor sections of the fuel control
unit can cause engine power to decrease to minimum flow idle.
Symptoms of this type failure would be an ITT indication in the typical
idle range of 500°C to 600°C, Ng of 48% or above (increases with
altitude), and no engine response to POWER lever movement. If this
type of malfunction has occurred, the EMERGENCY POWER lever
(fuel control manual override) can be used to restore engine power. To
use the manual override system, place the POWER lever at its IDLE
position and move the EMERGENCY POWER lever forward of its IDLE
gate and advance as required.

CAUTION
When using the fuel control manual override system,
engine response can be more rapid than when using
the POWER lever. Utilize slow and smooth movement
of the EMERGENCY POWER lever to avoid engine
surges, and/or exceeding ITT, Ng, and torque limits.

NOTE
• When using EMERGENCY POWER lever, monitor gas
generator RPM when reducing power near idle, to keep
it from decreasing below 65% in flight.
• The EMERGENCY POWER lever can have a dead
band, such that no engine response is observed during
the initial forward travel from the IDLE position.

EMERGENCY POWER LEVER NOT STOWED

The Red EMERG PWR LVR CAS message was designed to alert the
pilot of the Emergency Power Lever position prior to and during the
engine start sequence. If the Emergency Power Lever is moved from
the NORMAL position at any time with the engine running, no CAS
message will be displayed.

FAA APPROVED
208BPHBUS-01 U.S. 3-41
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

FUEL SYSTEM MALFUNCTION/INADVERTENT

FUEL FLOW INTERRUPTION PROCEDURES
Fuel flows by gravity from the wing tanks, through fuel tank shutoff
valves at the inboard end of each wing tank, and on to the reservoir
located under the center cabin floorboard. After engine start, the main
ejector pump (located in the reservoir) provides fuel to the engine-
driven fuel pump at approximately 10 psi.
If the main ejector pump should malfunction, a pressure switch will
activate the Amber FUEL PRESS LOW CAS MSG as well as turn on
the auxiliary boost pump (when the FUEL BOOST Switch is in the
NORM position) anytime the fuel pressure drops below approximately
4.75 psi.
Anytime the level of fuel in the reservoir drops to approximately one half
full, the Red RSVR FUEL LOW CAS MSG will illuminate. If this occurs,
the pilot should immediately verify that both FUEL TANK SELECTORS
(located in the overhead panel) are ON and turn on the ignition and
FUEL BOOST Switches.

WARNING
There is only enough fuel in the reservoir for
approximately 1-1/2 minutes of engine operation at
maximum continuous power after illumination of
the Red RESERVOIR FUEL LOW CAS MSG.
If the FUEL TANK SELECTORS have been left off, turning them on will
quickly fill the reservoir and extinguish the Red RSVR FUEL LOW CAS
MSG. Once the cause of the Red RSVR FUEL LOW condition has
been determined and corrected (CAS MSG extinguished), the ignition
and FUEL BOOST Switches can be returned to their NORM positions.
A fuel selector off warning system advises the pilot if both fuel tank
selectors are in the OFF position before engine start, if either fuel tank
selector is OFF during engine start, or if one FUEL TANK SELECTOR
is OFF and the fuel level in the tank being used drops below
approximately 25 gallons. The warning system includes a Red CAS
MSG labeled FUEL SELECT OFF and two warning horns. If the FUEL
SELECT WARN circuit breaker has popped or the START CONT circuit
breaker has been pulled (possibly for ground maintenance), the Red
FUEL SELECT OFF CAS MSG will be illuminated even with both FUEL
TANK SELECTORS in the ON position. This is a warning to the pilot
that the fuel selector off warning system has been deactivated. See
Section 7 for further details on the fuel selector off warning system.

FAA APPROVED
3-42 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES

ELECTRICAL FAILURES

GENERATOR OR MAIN BUS MALFUNCTIONS

Illumination of the VOLTAGE LOW CAS MSG is a warning that the
power distribution bus voltage is low enough to start discharging the
battery. BUS VOLTS reading is used to verify the low bus voltage. A low
or zero reading of the GEN AMPS confirms that the charge is
insufficient or generator output current is zero. If the GENERATOR
OFF CAS MSG is illuminated, it indicates that the generator contactor
has disconnected the generator from the power distribution bus. The
most likely causes of a generator trip (disconnection) are line surges,
tripped circuit breakers or accidental switch operation. In these cases,
follow the checklist procedures to restore generator operation.
The airplane is equipped with two starter contactors. One is used for
starts on external power and the other for battery starts. If either
contactor does not open after reaching approximately 46% Ng, the
amber STARTER ON CAS MSG will remain illuminated. In most cases
when this occurs, the generator will not transfer to the generator mode,
and the GENERATOR OFF CAS MSG will remain illuminated. Under
these conditions, it will be necessary to shut down the engine using
checklist procedures and correct the malfunction prior to flight.
Illumination of the Amber GENERATOR AMPS CAS MSG indicates 1
of 2 conditions:
1. The current load on the generator is above its rated value for
that flight condition. The pilot should reduce the electrical load,
or change flight conditions as noted in the 300 Amp Starter
Generator supplement.
2. The reverse current protection of the GCU has failed. If the GEN
AMPS is below -10 amps the pilot should disconnect the
generator from the electrical system by tripping the
GENERATOR Switch.
The electrical power distribution system consists of a primary power
distribution bus in the engine compartment which receives power from
the battery and the generator, and two (No. 1 and No. 2) main power
buses located in the circuit breaker panel. The main buses are each
connected to the power distribution bus by three feeder cables. Each
feeder cable is protected by a fuse link and a circuit breaker. This
multiple feeder system provides automatic isolation of a feeder cable
ground fault. If one of the three 30-amp feeder circuit breakers on either
bus opens, it should be assumed that a feeder cable ground fault has
been isolated, and attempted resetting of these breakers prior to
troubleshooting is not recommended. The electrical load on the
affected bus should be maintained below the remaining 60-ampere
capacity.

FAA APPROVED
208BPHBUS-01 U.S. 3-43
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
LOSS OF ELECTRICAL POWER
The design of the electrical power system, due to the self-exciting
feature of the generator and the multiple protected busing system,
minimizes the possibility of a complete electrical power loss. However,
a fault to ground (airframe) on the generator or battery cables can be
identified by one or more of the following: illumination of the
GENERATOR OFF CAS MSG, sudden dimming of lights, contactor
chattering, circuit breaker tripping, or arching noises. Monitoring GEN
AMPS, ALT AMPS, BAT AMPS, and BUS VOLTS on the ELECTRICAL
section of the EIS Systems page will provide further information
concerning the location of the fault, or the system affected by the fault.
In the event of the above indications, the portion of the system
containing the fault should be isolated. Following the checklist
procedures for Generator Failure should result in restoration of
electrical power to the distribution buses. The electrical section of the
EIS Systems page should be monitored to assure that ground fault
currents have been shut off and the capacity of the remaining power
source(s) is not exceeded.

PARTIAL AVIONICS POWER FAILURE

Avionics power is supplied to the No. 1 and No. 2 avionics buses from
the power distribution bus in the engine compartment through separate
protected feeder cables. In the event of a feeder cable failure, both
avionics buses can be connected to the remaining feeder by closing the
guarded AVIONICS BUS TIE Switch. If a ground fault has occurred on
one feeder, it will be necessary to verify the avionics power switch/
breaker associated with the affected feeder is off before the AVIONICS
BUS TIE Switch will restore power to both avionics buses. The
maximum avionics load with one feeder should be limited to 30
amperes. Nonessential avionics equipment should be turned off.

STANDBY ELECTRICAL SYSTEM MALFUNCTIONS

An operational check of the standby electrical system is performed by
following the Normal Procedures, Before Takeoff checklist. With the
generator supplying the electrical load and the STBY ALT PWR Switch
ON, both the Amber STBY PWR ON CAS MSG and STBY PWR INOP
CAS MSG, should be extinguished.
The ALT AMPS should indicate zero amps. If the STBY PWR INOP
CAS MSG is illuminated, it indicates that the alternator has no output. If
a line voltage surge or temporary condition has tripped the ACU
(alternator control unit), then cycling the STBY ALT PWR Switch to
OFF, then back ON, can reset the ACU and restore standby power.
(Continued Next Page)

FAA APPROVED
3-44 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 EMERGENCY PROCEDURES
STANDBY ELECTRICAL SYSTEM MALFUNCTIONS
(Continued)
If, due to a power system malfunction, the standby electrical system is
carrying part of the electrical load (more than 10 amps), the STBY PWR
ON CAS MSG will be illuminated and the ALT AMPS in the EIS
Systems page will indicate the amount of current being supplied by the
standby electrical system.
To attempt to restore main power, refer to the Section 3 emergency
procedures for Generator Failure. If this attempt is successful, the
standby electrical system will revert to its normal no-load condition and
the STBY PWR ON CAS MSG will extinguish. If main electrical power
cannot be restored, reduce nonessential loads as necessary to remain
within the 75-amp capability of the standby electrical system. Loads in
excess of this capability will be indicated by an Amber ALTNR AMPS
CAS MSG.
If the reverse current protection of the ACU fails, an Amber ALTNR
AMPS CAS MSG will display when the reverse current is detected to
be less than -8 amps. The pilot should disconnect the standby
alternator by turning the STBY ALT PWR Switch OFF.

EMERGENCY EXITS
Use of the crew entry doors, the passenger entry doors, and the cargo
doors for emergency ground egress from the Standard 208B is
illustrated in Emergency Exit chart. Emergency ground egress from the
Cargomaster is accomplished by exiting the airplane through the left
and right crew entry doors as shown in Figure 3-2.
WARNING
• Do not attempt to exit the Cargomaster through
the cargo doors. Since the inside of the upper
door has no handle, exit from the airplane
through these doors is not possible.
• When exiting the airplane, avoid the propeller
area.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-45
SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000

EMERGENCY EXITS (TYPICAL)

Figure 3-2
FAA APPROVED
3-46 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES

SECTION 3
ABNORMAL PROCEDURES

Table Of Contents Page

Abnormal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51

Landing with Flat Main Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Landing with Flat Nose Tire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51

Avionics/Autopilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-51
Aileron Mistrim ( AIL OR AIL Indication PFD) . . . . . . . . . . . 3-52
Elevator Mistrim ( ELE OR ELE Indication PFD). . . . . . . . . . 3-52
Rudder Mistrim ( RUD OR RUD Indication PFD) . . . . . . . . 3-53
Altitude Miscompare
(Amber ALT MISCOMP INDICATION PFD) . . . . . . . . . . . . . . 3-53
Airspeed Miscompare
(Amber IAS MISCOMP INDICATION PFD)) . . . . . . . . . . . . . . 3-55
Pitch/Roll/Heading Miscompare
(Amber PIT/ROL/HDG MISCOMP INDICATION PFD). . . . . . 3-57
Display Unit Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-58
Dual GPS Failure
(Amber “DR” or “LOI” on HSI INDICATION PFD) . . . . . . . . . . 3-59
Audio Panel Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Loss of Radio Tuning Functions . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Transponder Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-60
Failed Airspeed, Altitude, and/or Vertical Speed
(Red “X” on PFD Airspeed, Altitude,
and/or Vertical Speed Indicators). . . . . . . . . . . . . . . . . . . . . . . 3-60
Failed Attitude and/or Heading (Attitude Fail
and/or Red “X” over Heading Display on PDF) . . . . . . . . . . . . 3-62
Loss of Navigation Data (Lateral Deviation Bar
not Present and/or Glideslope Index Clears). . . . . . . . . . . . . . 3-64
Inaccurate Overspeed Warning. . . . . . . . . . . . . . . . . . . . . . . . . . 3-64
Inaccurate Flight Director Display . . . . . . . . . . . . . . . . . . . . . . . . 3-65
BOTH ON ADC1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-65
BOTH ON AHRS 1/2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-47
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
Table of Contents (Continued)
BOTH ON GPS1/2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
XSIDE ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
XSIDE AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-66
Multi-Function Display Fan Failed
(White MFD FAN Fail CAS MSG) . . . . . . . . . . . . . . . . . . . . . 3-67
Primary Flight Display 1 Fan Failed
(White PFD1 FAN FAIL CAS MSG) . . . . . . . . . . . . . . . . . . . . 3-67
Primary Flight Display 2 Fan Failed
(White PFD 2 FAN FAIL CAS MSG) . . . . . . . . . . . . . . . . . . . 3-67

Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-67
Upper Half of Cargo Door or Upper Half of Passenger Airstair
Door Open (Amber DOOR UNLATCHED CAS MSG). . . . . . 3-67
Lower Half of Passenger Airstair Door Open. . . . . . . . . . . . . . . 3-68
Right or Left Crew Doors Open . . . . . . . . . . . . . . . . . . . . . . . . . 3-68
Cargo Pod Door(s) Open. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-68

Electrical. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-68
Starter Contactor Does Not Disengage After Start
(Amber STARTER ON CAS MSG) . . . . . . . . . . . . . . . . . . . . 3-68
Generator Load Above Limit
(Amber GENERATOR AMPS CAS MSG) . . . . . . . . . . . . . . 3-68
Altenator Load Above Limit
(Amber ALT AMPS CAS MSG) . . . . . . . . . . . . . . . . . . . . . . 3-68
Standby Power Inoperative
(Amber STBY PWR INOP CAS MSG). . . . . . . . . . . . . . . . . 3-69
Standby Power On
(White STBY PWR ON CAS MSG) . . . . . . . . . . . . . . . . . . . 3-69

Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70
Gear Box Contamination (Amber Chip Detect CAS MSG) . . . . 3-70
Ignition On (White IGNITION ON CAS MSG) . . . . . . . . . . . . . . 3-70

Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-70

Asymmetric Flap Extension or Sudden
Flap Retraction on One Side . . . . . . . . . . . . . . . . . . . . . . . 3-70
Flaps Fail to Extend or Retract . . . . . . . . . . . . . . . . . . . . . . . . . 3-71

(Continued Next Page)

FAA APPROVED
3-48 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
Table of Contents (Continued)
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-72
Auxilliary Fuel Boost Pump ON
(Amber FUEL BOOST ON CAS MSG) . . . . . . . . . . . . . . . . . 3-72
Loss of Fuel Pressure
(Amber FUEL PRESS LOW CAS MSG) . . . . . . . . . . . . . . . . 3-72
Fuel Level Low (Amber L, R, L-R FUEL LOW CAS MSG(s)) . . . 3-72

Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73

Pitot/Static Heat Failure (Amber L(R) OR L-R P/S
HEAT CAS MSG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-73
Stall Heat Failure (Amber STALL HEAT CAS MSG) . . . . . . . . . . 3-77

Miscellaneous . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-77
Emergency Descent Procedures . . . . . . . . . . . . . . . . . . . . . . . . 3-77

EXPANDED ABNORMAL
Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Altitude Miscompare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Airspeed Miscompare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Dual GPS Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Transponder Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-78
Failed Attitude and/or Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
Both on ADC1/2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
Both on AHRS 1/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
XSIDE ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-79
XSIDE AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Multi-Function Display Fan Failed . . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Primary Flight Display 1 Fan Failed . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Primary Flight Display 2 Fan Failed . . . . . . . . . . . . . . . . . . . . . . . . . 3-80
Inadvertent Opening of Airplane Doors in Flight . . . . . . . . . . . . . . . 3-80

FAA APPROVED
208BPHBUS-01 U.S. 3-49/3-50
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES

ABNORMAL LANDING
LANDING WITH FLAT MAIN TIRE
1. Airplane. . . . . . . . . . . . . . . FLY (as desired to lighten fuel load)
2. FUEL SELECTORS . . . . . . . . . . . . POSITION ONE SIDE OFF
(to lighten load on side of flat tire maximum
fuel unbalance of 200 pounds)
3. Approach . . . . . . . . . . . . . . . . . . . . . . NORMAL (FLAPS FULL)
4. Touchdown . . . . . . . . . . . . . . . . . . . . . . INFLATED TIRE FIRST
Hold airplane off flat tire as long as
possible with aileron control.
5. Directional Control . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
(using brake on wheel with inflated tire as required)

LANDING WITH FLAT NOSE TIRE

1. Passengers and Baggage . . . . . . . . . . MOVE AFT (if practical)
Remain within approved C.G. envelope.
2. Approach . . . . . . . . . . . . . . . . . . . . . . NORMAL (FLAPS FULL)
3. Touchdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOSE HIGH
Hold nose wheel off as long as possible during roll.
4. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . MINIMUM NECESSARY

AVIONICS/AUTOPILOT

AILERON MISTRIM ( AIL OR AIL INDICATION PFD)

1. Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . GRIP FIRMLY
2. AP/TRIM DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high aileron control forces possible)

NOTE
The YAW DAMPER does not need to be disconnected for
this procedure. Therefore it is permissible to use the LEFT
half of either Manual Electric Pitch Trim Switch or 1 press of
the AP button on the Autopilot Mode Control panel to
disconnect the autopilot.

3. AILERON TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRIM

4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE (as desired)

FAA APPROVED
208BPHBUS-01 U.S. 3-51
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
ELEVATOR MISTRIM ( ELE OR ELE INDICATION PFD)
1. Control Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . GRIP FIRMLY
2. AP/TRIM DISC Button. . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high elevator control forces possible)

NOTE
The yaw damper does not need to be disconnected for this
procedure. Therefore it is permissible to use the LEFT half
of either Manual Electric Pitch Trim Switch or one press of
the AP button on the Autopilot Mode Control panel to
disconnect the autopilot.

3. Elevator Trim Switch . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE (as desired)

FAA APPROVED
3-52 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
RUDDER MISTRIM ( RUD OR RUD INDICATION PFD)
1. Rudder Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
2. AP/TRIM DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
(high rudder control forces possible)
3. RUDDER TRIM. . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
4. Autopilot and Yaw Damper . . . . . . . . . . . ENGAGE (as desired)

ALTITUDE MISCOMPARE (Amber ALT MISCOMP

INDICATION PFD)
1. Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
(both pilot and copilot have the correct altimeter setting)

IF ANNUNCIATION DOES NOT CLEAR

2. Pilot and Copilot Altitude. . . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Altimeter)

WARNING
The Standby Altimeter uses the same static
sources as the pilot’s side air data computer
(ADC1). Do not use Standby Altimeter as sole
source in determining correct altitude.

IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT PFD

DIFFERS)
3. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . . PRESS
4. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
5. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD

DIFFERS)
6. Autopilot . . . . . . . . . . . . . . . . DISENGAGE (altitude hold mode)
7. ALT STATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL ON

NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-53
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
ALTITUDE MISCOMPARE (Amber ALT MISCOMP
INDICATION PFD) (Continued)
IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD
STILL DIFFERS)
6. Compare indicated altitude to GPS altitude on MFD AUX-GPS
STATUS page to aid in determining which primary system is
most accurate.

NOTE
• When comparing indicated altitude to GPS altitude,
deviations from standard temperature or pressure can
cause indicated altitude to deviate from GPS altitude.
These errors are largest at high altitude and can amount
to over 2,500 feet under some conditions. However,
below 10,000 feet with the correct local altimeter setting
set, GPS altitude will usually be within 600 feet or better
of the correct indicated altitude. Use the following
guidelines to help estimate correct altitude for non-
standard conditions:
• Temperatures WARMER than standard can cause GPS
altitude to read HIGHER than indicated altitude.
• Pressures LOWER than standard can cause GPS
altitude to read HIGHER than indicated altitude.

IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

5. Use SENSOR REVERSION to select most accurate ADC on
both PFDs.
6. Land as soon as practical.

IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE

5. Land as soon as practical. Consider diversion to visual
conditions.
6. Maintain altitudes based on LOWEST indicated altitude.
7. ATC . . . . . . . . . . . ADVISE (of inability to verify correct altitude)
8. If unable to descend into visual conditions, plan ILS approach
with course intercept well outside the Final Approach Fix (FAF).
9. Once glideslope is captured, determine most accurate altitude
source when crossing FAF.

(Continued Next Page)

FAA APPROVED
3-54 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
ALTITUDE MISCOMPARE (Amber ALT MISCOMP
INDICATION PFD) (Continued)
10. Reference ILS Decision Height to most accurate altimeter based
on FAF crossing.

WARNING
TAWS alerts are based on GPS altitude and position
information and are independent of ADC data. If a
TAWS alert is received, it should be considered
valid and appropriate terrain avoidance action
should be taken.

AIRSPEED MISCOMPARE (Amber IAS MISCOMP

INDICATION PFD)
1. Pilot and Copilot Airspeed . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Airspeed Indicator)

WARNING
The Standby Airspeed Indicator uses the same
Pitot-Static sources as the pilot’s side air data
computer (ADC1). Do not use Standby Airspeed
Indicator as sole source in determining correct
airspeed.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-55
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
AIRSPEED MISCOMPARE (Amber IAS MISCOMP
INDICATION PFD) (Continued)
IF STANDBY AIRSPEED AND COPILOT PFD AGREE (PILOT PFD
DIFFERS)
2. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . PRESS
3. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
4. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)

IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT PFD

DIFFERS)
2. Pilot and Copilot ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . NOTE

IF ALTITUDES AGREE
3. Airspeed . . . . . . . . . 120 KIAS MINIMUM (on slowest indicator)
4. Monitor all three airspeed indicators during changes in power
setting or altitude to determine which indicators are inaccurate.
Indications of inaccurate airspeed include:
a. No change in indicated airspeed when power changed and
altitude maintained.
b. Indicated airspeed increases when climbing or decreases
when descending.
5. Use SENSOR REVERSION to select most accurate ADC on the
affected PFD.
6. Airspeed . . . . . . . . . . . . . . . . . . . RESUME NORMAL SPEEDS

IF ALTITUDES DO NOT AGREE

3. Refer to Abnormal Procedures, ALT MISCOMP procedure to
determine most accurate ADC.

FAA APPROVED
3-56 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
PITCH/ROLL/HEADING MISCOMPARE (Amber PIT/ROLL/
HDG MISCOMP INDICATION PFD)
This message is displayed when the G1000 detects a difference
between the pilot’s and copilot’s attitude or heading information
(displayed in the upper right of the PFD). Refer to GARMIN G1000
Cockpit Reference Guide for additional information.

PITCH OR ROLL MISCOMP INDICATION

1. Refer to STANDBY ATTITUDE indicator to determine which
AHRS is providing the most accurate data.
2. Use SENSOR REVERSION to select the most accurate AHRS
on the affected PFD.

HEADING MISCOMP
1. Refer to Magnetic Compass to determine which AHRS is
providing the most accurate heading information.
2. Use SENSOR REVERSION to select the most accurate AHRS
on the affected PFD.

NOTE
The magnetic compass is influenced by air conditioning. It
must be turned OFF prior to referencing magnetic compass
heading then may be reselected ON.

FAA APPROVED
208BPHBUS-01 U.S. 3-57
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
DISPLAY UNIT FAILURE
This is indicated by a complete loss of image on a display. If only
individual elements of the display are failed, refer to appropriate
procedures for the individual failures.

IF PFD
1. DISPLAY BACKUP Button . . . . . . . . . . . . . PRESS (if required)
Flight and EICAS information are displayed on the MFD.

NOTE
The PFD CDI SYNC and BARO SYNC settings must be ON
to allow the copilot’s PFD controls to affect settings on the
MFD. These settings are accessible using the PFD MENU
button.

2. Flight Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRANSFER

((XFR button) to operating PFD)
3. FD Modes/AUTOPILOT . . . . . . RESELECT and REENGAGE
(as required)
4. Transponder . . . . . . . . . . . SWITCH (to operating transponder)
5. COM and NAV Radios. . . . . . . . . . . . . . . . . . . . . . . . . SWITCH
(to operating Com and Nav radios)
6. PFD Controls. . . . . . . . . . . . . . . . . . . . . USE OPERATING PFD
(for required data entry (Com, Nav, Baro setting, etc.)

IF MFD
1. Either DISPLAY BACKUP Button . . . . . . . . . . . . . . . . . PRESS
(EIS info will be displayed on PFDs)

FAA APPROVED
3-58 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
DUAL GPS FAILURE (Amber “DR” OR “LOI” ON HSI
INDICATION PFD)
IF ALTERNATE NAVIGATION SOURCES (ILS, LOC, VOR, DME,
ADF) ARE AVAILABLE
1. Navigation. . . . . . . . . . . . . . . . . . USE ALTERNATE SOURCES

IF NO ALTERNATE NAVIGATION SOURCES ARE AVAILABLE

Dead reckoning (DR) mode active when the airplane is greater than 30
nautical miles from the destination airport.
1. Navigation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
(the airplane symbol and magenta course
line on the map display)
WARNING
• All information normally derived from GPS turns
amber. All of this information will become more
inaccurate over time.
• TAWS is inoperative.

NOTE
• DR mode uses heading, airspeed, and the last known
GPS position to estimate the airplane’s current position.
• All maps with an airplane symbol show a ghosted
airplane and a “DR” label.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-59
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
DUAL GPS FAILURE (Amber “DR” OR “LOI” ON HSI
INDICATION PFD) (Continued)
Loss of integrity (LOI) mode - active when the airplane is within 30
nautical miles of the destination airport (as calculated from the previous
GPS or DR position).
1. Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLY
(towards known visual conditions or
available terminal navigation sources)
Use ATC or other information sources as possible.

NOTE
• All information derived from GPS or DR is removed from
the displays.
• The airplane symbol is removed from all maps. The map
will remain centered at the last known position. “NO GPS
POSITION” is shown in the center of the map.
• TAWS are inoperative.

AUDIO PANEL FAILURE

Audio panel failure may be indicated by a GMA FAIL Garmin System
Message or the inability to communicate using the audio panel. This
failure may also be accompanied by the loss of some aural warnings
such as Altitude Alert, Autopilot Disconnect, TAWS, and Traffic alerts.
1. AUDIO Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
2. COM Radio . . . . . . . . . . . USE COM1 FOR COMMUNICATION

NOTE
In the event of an audio panel failure, a fail-safe circuit
connects the pilot’s headset directly to the COM 1 radio.
The speakers will be inoperative.

FAA APPROVED
3-60 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
LOSS OF RADIO TUNING FUNCTIONS
1. COM Frequency Toggle Button
(affected PFD) . . . . . . PRESS AND HOLD (for 2 seconds)

NOTE
This procedure will tune the active COM field to the
emergency frequency 121.5. Certain failures of the tuning
system will automatically tune 121.5 without pilot action.

TRANSPONDER FAILURE
1. TRANSPONDER . . . . . . . . . . . . . . . . . . . SELECT OPPOSITE
a. PFD XPDR Softkey . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
b. XPDR1 or XPDR2 Softkey . . . . . . . . . . . . . . . . . . . . PRESS
(to select opposite transponder)
2. XPDR1 or XPDR2 Circuit Breaker (affected side) . . . . . . PULL

NOTE
The second transponder is an option on the 208.

FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL

SPEED (Red "X" ON PFD AIRSPEED, ALTITUDE, AND/OR
VERTICAL SPEED INDICATORS)
This indicates a loss of valid air data system information to the
respective system.

IF BOTH SIDES
1. Airspeed and Attitude . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(using standby instruments)
2. Land as soon as practical.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-61
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
FAILED AIRSPEED, ALTITUDE, AND/OR VERTICAL
SPEED (Red "X" ON PFD AIRSPEED, ALTITUDE, AND/OR
VERTICAL SPEED INDICATORS) (Continued)
IF ONE SIDE ONLY
1. Affected PFD SENSOR Softkey . . . . . . . . . . . . . . . . . . PRESS
2. Affected PFD ADC1/2 Softkey . . SELECT (opposite side ADC)
3. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(BOTH ON ADC1 or 2 is displayed on both PFDs)

FAILED ATTITUDE AND/OR HEADING (ATTITUDE FAIL

AND/OR RED "X" OVER HEADING DISPLAY ON PFD)
IF BOTH SIDES
1. Attitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(using standby attitude gyro)

NOTE
Turn off air conditioner to reference Magnetic Compass.

2. Heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(using magnetic compass)
3. Land as soon as practical.

(Continued Next Page)

FAA APPROVED
3-62 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
FAILED ATTITUDE AND/OR HEADING (ATTITUDE FAIL
AND/OR Red "X" OVER HEADING DISPLAY ON PFD)
(Continued)

NOTE
• The autopilot will disconnect and may not be re-
engaged.
• Reference the GPS track on MFD/PFD map to improve
situational awareness. GPS will continue to display
correct GPS based map, position, and track.
• Air conditioner will affect the magnetic compass.

IF ONE SIDE ONLY

1. Standby Attitude Gyro. . . . . . . . . . . . . . . . . . . . . . . . MONITOR
2. Affected PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . PRESS
3. Affected PFD AHRS 1/2 softkey . . . . . . . . SELECT OPPOSITE
SIDE AHRS
4. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” is displayed on both PFDs)

NOTE
The autopilot will disconnect and may not be re-engaged.

FAA APPROVED
208BPHBUS-01 U.S. 3-63
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
LOSS OF NAVIGATION DATA (LATERAL DEVIATION BAR
NOT PRESENT AND/OR GLIDESLOPE INDEX CLEARS)
This indicates a loss of data from the selected NAV source. Refer to
GARMIN G1000 Cockpit Reference Guide for additional information.
1. Opposite NAV Source . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
2. PFD HSI Displays . . . . . . . . . . . . . . . . . CONFIRM OPPOSITE
(LOC1/LOC2” or “VOR1/VOR2 is displayed on both PFDs)

INACCURATE OVERSPEED WARNING

Indicated by overspeed warning tone sounding when airspeed is below
the limit speed.
1. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK
(with opposite PFD)
2. AIRSPEED . . . . . . . . . . . . . . . . . . . . . . REDUCE (as required)

IF BOTH AIRSPEEDS INDICATE BELOW VMO AND TONE STILL

SOUNDS
3. AIR SPEED Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . PULL
(fifth row, eighth breaker from aft)
4. Land as soon as practical.

IF AIRSPEEDS DO NOT AGREE

3. Refer to IAS MISCOMP procedure.

FAA APPROVED
3-64 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
INACCURATE FLIGHT DIRECTOR DISPLAY
Indicated by one or both flight directors commanding attitude contrary
to intended flight path.
1. AP/TRIM DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
2. Attitude . . . . . . . . . . . . . . . . . . . . CROSS CHECK BOTH PFDs
(with the Standby Attitude Indicator)
3. Flight Director Modes . . . . . . . . . . . . . RESELECT (as desired)

NOTE
If continued use of the flight director is desired, it is
recommended that only basic modes (i.e., ROL and PIT) be
selected initially. If this proves satisfactory, HDG and ALT
may then be selected. Make sure navigation systems are
set up correctly prior to attempting to engage NAV mode.

4. Autopilot . . . . . . . . . . . . . . . . . . . . . . . ENGAGE AS DESIRED

(if flight director commands are appropriate)

BOTH ON ADC1/2
1. PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . PRESS on PFD
(displaying data from opposite side ADC)
2. PFD ADC1/2 softkey. . . . . . . . . . . . . . SELECT ON-SIDE ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)
3. PFD Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC1 or 2” message clears on both PFDs)

FAA APPROVED
208BPHBUS-01 U.S. 3-65
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
BOTH ON AHRS 1/2
1. PFD SENSOR softkey. . . . . . . . . . . . . . . . . . . . PRESS on PFD
(displaying data from opposite side AHRS)
2. PFD AHRS 1/2 softkey . . . . . . . . . . . SELECT ON-SIDE AHRS
(AHRS 1 for Pilot PFD, AHRS2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” message clears on both PFDs)

BOTH ON GPS1/2
1. GPS Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
a. Select MFD . . . . . . . . . . . . . . . . AUX-GPS STATUS PAGE
b. Select GPS1 then GPS2 softkeys and verify sufficient
satellite reception.

XSIDE ADC
1. Either PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . . PRESS
2. PFD ADC1/2 softkey . . . . . . . . . . . . . . SELECT ON-SIDE ADC
(ADC1 for Pilot PFD, ADC2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC1 or 2” message displays on both PFDs)
4. Repeat procedure on opposite PFD.
5. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC1 or 2” message clears on both PFDs)

XSIDE AHRS
1. Either PFD SENSOR softkey . . . . . . . . . . . . . . . . . . . . PRESS
2. PFD AHRS 1/2 softkey . . . . . . . . . . . SELECT ON-SIDE AHRS
(AHRS 1 for Pilot PFD, AHRS2 for copilot PFD)
3. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” message displays on both PFDs)
4. Repeat procedure on opposite PFD.
5. PFD Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON AHRS 1 or 2” message clears on both PFDs)

FAA APPROVED
3-66 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES

MULTI-FUNCTION DISPLAY FAN FAILED (White MFD FAN

FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker . . . . . . . . . . . . . . . CHECK IN

PRIMARY FLIGHT DISPLAY 1 FAN FAILED (White PFD1

FAN FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker . . . . . . . . . . . . . . . CHECK IN

PRIMARY FLIGHT DISPLAY 2 FAN FAILED (White PFD 2

FAN FAIL CAS MSG)
1. DECK SKIN FAN Circuit Breaker . . . . . . . . . . . . . . . CHECK IN

DOORS

UPPER HALF OF CARGO DOOR OR UPPER HALF OF

PASSENGER AIRSTAIR DOOR OPEN (Amber DOOR
UNLATCHED CAS MSG)
1. Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 100 KIAS
2. WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
Wing downwash with flaps extended will move the doors near
their normally closed position.
3. If available or practical, have a second crew member go aft to
close and latch door.
4. SEAT BELT/NO SMOKE Light . . . . . . . . . . . . . . . . . . . . . . . ON
5. If landing is required with door open:
a. Approach and Landing . . . . . . . . . . . . . . . . . . . . . NORMAL

FAA APPROVED
208BPHBUS-01 U.S. 3-67
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
LOWER HALF OF PASSENGER AIRSTAIR DOOR OPEN
1. Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 100 KIAS
2. Flight Controls . . . . . . . . . . MANEUVER (for return for landing)
3. WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
4. Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
5. Landing . . . . . . . SLIGHTLY TAIL LOW (avoid nose high flare)

RIGHT OR LEFT CREW DOORS OPEN

1. Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 125 KIAS
2. Door . . . . . . . . . . . . . . . . . . . . . . . PULL CLOSED and LATCH

CARGO POD DOOR(S) OPEN

1. Airspeed . . . . . . . . . . . . . . . MAINTAIN LESS THAN 125 KIAS
2. Land . . . . . . . . . . . . . . . . . . . . . . . AS SOON AS PRACTICAL
a. Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORMAL
b. Landing . . . . . . . . . . . . . . . . AVOID A NOSE HIGH FLARE

ELECTRICAL

STARTER CONTACTOR DOES NOT DISENGAGE AFTER

START (Amber STARTER ON CAS MSG)
1. Battery Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
2. External Power Unit . . . . . . . . . . . . . . OFF, then DISENGAGE
3. Fuel Condition Lever. . . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
4. Engine Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE

GENERATOR LOAD ABOVE LIMIT (Amber GENERATOR

AMPS CAS MSG)
1. GEN AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

If amperes are above limit:

2. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

ALTERNATOR LOAD ABOVE LIMIT (Amber ALTNR AMPS

CAS MSG)
1. ALT AMPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

If amperes are above limit:

2. Electrical Load. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE

FAA APPROVED
3-68 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
STANDBY POWER INOPERATIVE (Amber STBY PWR
INOP CAS MSG)
1. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . CHECK ON

IF CAS MESSAGE REMAINS:

2. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . OFF, THEN ON

NOTE
If the STBY ALT PWR CAS MSG remains, the alternator
system may still be operational. A bus voltage surge may
have temporarily tripped the ACU (alternator control unit).
The ACU can be restored by cycling the STBY ALT PWR
Switch.

IF CAS MESSAGE STILL REMAINS:

3. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Complete flight using generator power only. Avoid icing conditions.

STANDBY POWER ON (White STBY PWR ON CAS MSG)

NOTE
• During ground operations with CONDITION Lever at
LOW IDLE, it is possible that a generator underspeed
condition may occur allowing the standby alternator to
automatically assist with the electrical load. In this case
advance the CONDITION Lever to HIGH IDLE to
increase engine speed and bring the generator online.
• The Standby Alternator Power may have automaticaly
turned on due to a failure of antoher system. Address
any Red or Amber CAS MSGs that are present.

FAA APPROVED
208BPHBUS-01 U.S. 3-69
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000

ENGINE
GEAR BOX CONTAMINATION (Amber CHIP DETECT CAS
MSG)
1. Engine Indications . . . . . . . . . . . . . . . . CAREFULLY MONITOR
(for abnormal oil pressure,
oil temperature or power indications)

CAUTION
• If engine indications are normal, proceed to
destination and determine cause of Amber CHIP
DETECT CAS MSG prior to next flight.
• If engine indications confirm Amber CHIP DETECT
CAS MSG, proceed in accordance with Engine
Failures checklists or at the discretion of the pilot and
consistent with safety, continue engine operation in
preparation for an emergency landing as soon as
possible.

IGNITION ON (White IGNITION ON CAS MSG)

1. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

IF CONDITIONS WARRANT:
2. IGNITION Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

FLIGHT CONTROLS

ASYMMETRIC FLAP EXTENSION OR SUDDEN FLAP

RETRACTION ON ONE SIDE
1. Apply aileron and rudder to stop the roll.
2. WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
3. Airspeed . . . . . . . . . . . . . . . . SLOW to 100 KIAS (or less)
4. If both flaps retract to a symmetrical setting:
a. Plan a flaps up landing.
b. Refer to Section 5 (notes above landing performance tables)
for increase in approach speed and landing distance.
5. If both flaps cannot be retracted to a symmetrical setting:
a. Land as soon as practical.
b. Maintain a minimum airspeed of 90 KIAS on the approach
and avoid a nose high flare on landing.

FAA APPROVED
3-70 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
FLAPS FAIL TO EXTEND OR RETRACT
1. FLAP MOTOR and STBY FLAP MOTOR
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN
2. If flaps still fail to extend or retract:
a. Guarded and Safetied STBY FLAP MOTOR Switch
(Overhead) . . . . . . . . . . . . MOVE GUARD, BREAKING
SAFETY WIRE, AND POSITION SWITCH TO STBY
b. Guarded and Safetied STBY FLAP MOTOR UP/ DOWN
Switch (Overhead. . . . . . . . . . . . . . . . . . . . MOVE GUARD,
BREAKING SAFETY WIRE, AND
POSITION SWITCH UP OR DOWN
Hold switch until flaps reach desired position, except release
switch before flaps reach full up or full down travel.

CAUTION
With the standby flap system in use, limit switches
which normally shut off the primary flap motor when
reaching the flap travel limits are electrically inactivated.
Therefore, the pilot must release the standby flap motor
up/down switch before the flaps reach their travel limit
to prevent overloading and damage to the flap system.
3. Guarded STBY FLAP MOTOR Switch . . . . . . . LEAVE in STBY
(until maintenance action can be accomplished)

FAA APPROVED
208BPHBUS-01 U.S. 3-71
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000

FUEL

AUXILIARY FUEL BOOST PUMP ON (Amber FUEL BOOST

ON CAS MSG)
1. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . CHECK ON

IF CONDITIONS DO NOT WARRANT ITS USE:

2. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM

LOSS OF FUEL PRESSURE (Amber FUEL PRESS LOW

CAS MSG)
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . BOTH ON
2. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. If FUEL PRESS LOW CAS MSG extinguishes:
a. Carefully monitor fuel quantity and cabin odor for evidence
of a fuel leak.
b. Land as soon as practical and determine cause for motive
flow failure before next flight.
5. If FUEL PRESS LOW CAS MSG and FUEL BOOST ON CAS
MSG are illuminated:
a. Carefully monitor engine indications for sign of fuel
starvation.
b. Land as soon as possible.

FUEL LEVEL LOW (Amber L, R, L-R FUEL LOW CAS

MSG(S))
1. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
2. Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Maximum 200 pounds imbalance.

FAA APPROVED
3-72 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES

ICE AND RAIN PROTECTION

PITOT/ STATIC HEAT FAILURE (Amber L, R OR L-R P/S

HEAT CAS MSG)
1. PITOT HEAT Circuit Breakers (L and R) . . . . . . . . . CHECK IN
If ice begins to form near the static port of the left pitot/static tube (from
compensation ring to aft end of tube) or if amber IAS MISCOMP and/ or
ALT MISCOMP CAS messages are displayed on the pilot's PFDs:
2. Pilot and Copilot Airspeed . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Airspeed Indicator)

WARNING
The Standby Airspeed Indicator uses the same
pitot-static sources as the pilot’s side air data
computer (ADC1). Do not use Standby Airspeed
Indicator as sole source in determining correct
airspeed.
3. Autopilot . . . . . . . . . . . . . . . . DISENGAGE (altitude hold mode)
4. ALT STATIC AIR . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL ON

NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.

IF STANDBY AIRSPEED AND COPILOT PFD AGREE (PILOT PFD

DIFFERS)
2. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . . . PRESS
3. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
4. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)

If ice begins to form near the pitot port (forward end) of the pitot/ static
tube:
IF PILOT PFD AND STANDBY AIRSPEED AGREE (COPILOT PFD
DIFFERS)
2. Pilot and Copilot Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTE

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-73
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000

PITOT STATIC HEATER FAILURE (Amber L, R OR L-R P/S

HEATER CAS MSG) (Continued)
IF ALTITUDES AGREE
1. Airspeed . . . . . . . . . 120 KIAS MINIMUM (on slowest indicator)
2. Monitor all three airspeed indicators during changes in power
setting or altitude to determine which indicators are inaccurate.
Indications of inaccurate airspeed include:
a. No change in indicated airspeed when power changed and
altitude maintained.
b. Indicated airspeed increases when climbing or decreases
when descending.
3. Use SENSOR REVERSION to select most accurate ADC on the
affected PFD.
4. Airspeed . . . . . . . . . . . . . . . . . . . RESUME NORMAL SPEEDS
IF ALTITUDES DO NOT AGREE (Amber ALT MISCOMP
INDICATION PFD)
1. Altimeter Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY
(both pilot and copilot have the correct altimeter setting)
IF ANNUNCIATION DOES NOT CLEAR
2. Pilot and Copilot Altitude . . . . . . . . . . . . . . . . . . . . . COMPARE
(with Standby Altimeter)

WARNING
The Standby Altimeter uses the same static
sources as the pilot’s side air data computer
(ADC1). Do not use Standby Altimeter as sole
source in determining correct altitude.
IF COPILOT PFD AND STANDBY ALTIMETER AGREE (PILOT PFD
DIFFERS)
3. SENSOR Softkey (pilot PFD) . . . . . . . . . . . . . . . . . . . . PRESS
4. ADC2 Softkey . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
5. PFD ADI Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM
(“BOTH ON ADC2” is displayed on both PFDs)

(Continued Next Page)

FAA APPROVED
3-74 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
PITOT STATIC HEATER FAILURE (Amber L, R OR L-R P/S
HEATER CAS MSG) (Continued)
IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD
DIFFERS)
1. Autopilot . . . . . . . . . . . . . . . . DISENGAGE (altitude hold mode)
2. ALT STATIC AIR . . . . . . . . . . . . . . . . . . . . . . . . PULL FULL ON

NOTE
The alternate static source is connected to the left PFD and
standby instruments only. Refer to Section 5, Performance
for airspeed and altimeter corrections.

IF PILOT PFD AND STANDBY ALTIMETER AGREE (COPILOT PFD

STILL DIFFERS)
3. Compare indicated altitude to GPS altitude on MFD AUX-GPS
STATUS page to aid in determining which primary system is
most accurate.
• When comparing indicated altitude to GPS altitude,
deviations from standard temperature or pressure can
cause indicated altitude to deviate from GPS altitude.
These errors are largest at high altitude and can amount
to over 2,500 feet under some conditions. However,
below 10,000 feet with the correct local altimeter setting
set, GPS altitude will usually be within 600 feet or better
of the correct indicated altitude. Use the following
g u id e l i n e s to h e l p e st im a te correct altitude for
nonstandard conditions:
• Temperatures WARMER than standard can cause GPS
altitude to read HIGHER than indicated altitude.
• Pressures LOWER than standard can cause GPS
altitude to read HIGHER than indicated altitude.
IF ABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
4. Use SENSOR REVERSION to select most accurate ADC on
both PFDs.
Land as soon as practical.

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 3-75
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
PITOT STATIC HEATER FAILURE (Amber L, R OR L-R P/S
HEATER CAS MSG) (Continued)
IF UNABLE TO IDENTIFY ACCURATE ALTITUDE SOURCE
1. Land as soon as practical. Consider diversion to visual
conditions.
2. Maintain altitudes based on LOWEST indicated altitude.
3. ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
(of inability to verify correct altitude)
4. If unable to descend into visual conditions, plan ILS approach
with course intercept well outside the Final Approach Fix (FAF).
5. Once glideslope is captured, determine most accurate altitude
source when crossing FAF.
6. Reference ILS Decision Height to most accurate altimeter based
on FAF crossing.

WARNING
TAWS alerts are based on GPS altitude and position
information and are independent of ADC data. If a
TAWS alert is received, it should be considered
valid and appropriate terrain avoidance action
should be taken.

FAA APPROVED
3-76 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
STALL HEAT FAILURE (Amber STALL HEAT CAS MSG)
If ice is observed forming on the stall warning vane or its mounting
plate:
1. STALL WARN Circuit Breaker . . . . . . . . . . . . . . . . . . . CHECK
(verify circuit breaker is IN)

CAUTION
With continued ice buildup, expect no stall warning horn
during slow speed operation. The autopilot will not
automatically disconnect during a stall with out the stall
warning vane working properly.
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

NOTE
Do not rely on the stall warning system. Maintain airspeed
in accordance with the minimum speed for icing conditions
in Section 2, Limitations of this supplement.

MISCELLANEOUS

EMERGENCY DESCENT PROCEDURES

ROUGH AIR
1. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
2. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . MAX (full forward)
4. WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
5. Weights and Airspeed:
8750 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 KIAS
7500 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 KIAS
6250 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 KIAS
5000 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 KIAS

SMOOTH AIR
1. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE
2. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
3. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . MAX (full forward)
4. WING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10°
5. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 KIAS
FAA APPROVED
208BPHBUS-01 U.S. 3-77
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000

EXPANDED ABNORMAL

ELEVATOR MISTRIM
Indicates a mistrim of the elevator while the autopilot is engaged. The
autopilot will normally trim automatically as required. However, during
rapid acceleration, deceleration, or configuration changes, momentary
illumination of this message may occur accompanied by minor
fluctuations in the flight path. If the autopilot is disconnected while this
message is displayed, high elevator control forces are possible. In the
event of a sustained illumination, the following procedure should be
followed:

ALTITUDE MISCOMPARE
This message is displayed when the G1000 detects a difference of 200
feet or greater between the pilot’s and copilot’s altitude information
(displayed in the upper right of the PFD). Refer to GARMIN G1000
Cockpit Reference Guide for additional information.

AIRSPEED MISCOMPARE
This message is displayed when the G1000 detects a difference of 7
KIAS or greater between the pilot’s and copilot’s airspeed information
(10 KIAS difference during takeoff or landing roll). Refer to GARMIN
G1000 Cockpit Reference Guide for additional information.

DUAL GPS FAILURE

When both GPS receivers are inoperative, the G1000 system will enter
one of two modes: Dead Reckoning mode (DR) or Loss Of Integrity
mode (LOI). The mode is indicated on the HSI by an amber “DR” or
“LOI”. Which mode is active depends on the distance from the
destination airport in the active flight plan.

TRANSPONDER FAILURE
Transponder failure may be indicated by a red “X” across the
transponder display or failure of the transponder to accept codes or
mode changes from the PFD.

FAA APPROVED
3-78 U.S. 208BPHBUS-01
CESSNA SECTION 3
MODEL 208B G1000 ABNORMAL PROCEDURES
FAILED ATTITUDE AND/OR HEADING
This message indicates a loss of pitch, roll, and/or heading information
from AHRS. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information. Interference from GPS repeaters operating
inside nearby hangars can cause an intermittent loss of attitude and
heading displays while the aircraft is on the ground. This is usually
accompanied by a BOTH ON GPS1/2 message. Moving the aircraft
more than 100 yards away from the source of the interference should
alleviate the condition.

BOTH ON ADC1/2
This message is displayed on both PFDs and indicates that both pilot’s
and copilot’s PFDs are displaying data from the same Air Data
Computer. Normally the pilot’s side displays ADC1 and the copilot’s
side displays ADC 2. Refer to GARMIN G1000 Cockpit Reference
Guide for additional information.

BOTH ON AHRS 1/2

This message is displayed on both PFDs and indicates that both pilot’s
and copilot’s PFDs are displaying data from the same Attitude Heading
Reference System. Normally the pilot’s side displays AHRS 1 and the
copilot’s side displays AHRS 2. Refer to GARMIN G1000 Cockpit
Reference Guide for additional information.

XSIDE ADC
This message is displayed on both PFDs and indicates that both PFDs
are displaying data from the opposite side Air Data Computer. Normally
the pilot’s side displays ADC1 and the copilot’s side displays ADC 2.
Refer to GARMIN G1000 Cockpit Reference Guide for additional
information.

FAA APPROVED
208BPHBUS-01 U.S. 3-79
SECTION 3 CESSNA
ABNORMAL PROCEDURES MODEL 208B G1000
XSIDE AHRS
This message is displayed on both PFDs and indicates that both PFDs
are displaying data from the opposite side Attitude Heading Reference
System. Normally the pilot’s side displays ADC1 and the copilot’s side
displays ADC 2. Refer to GARMIN G1000 Cockpit Reference Guide for
additional information.

MULTI-FUNCTION DISPLAY FAN FAILED

An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 1 FAN FAILED

An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

PRIMARY FLIGHT DISPLAY 2 FAN FAILED

An overheat condition may arise in the associated display. In this case,
screen brightness will be reduced automatically by 50% to lower
internal temperature. Use reversionary capabilities, if necessary.

INADVERTENT OPENING OF AIRPLANE DOORS IN

FLIGHT
If any of the airplane doors should inadvertently open in flight, the
airplane should be slowed to 125 KIAS or less to reduce buffeting of the
doors. If the upper cargo door is open, slow to 100 KIAS or less and
lower flaps to full down so that wing downwash will move the door
towards its normally closed position. Closing the upper cargo door (or
upper half of the passenger door on the Standard 208B) can be
accomplished after airspeed has been reduced by pulling the door
forcefully closed and latching the door. If the door cannot be closed in
flight, a landing should be made as soon as practical in accordance
with the checklist procedures. On Cargo Versions, an open cargo door
cannot be closed in flight since the inside of the upper door has no
handle.
If any cargo pod doors inadvertently open in flight, the airplane should
be slowed to 125 KIAS or less and landed as soon as practical. During
the landing, avoid a nose-high flare to prevent dragging an open rear
cargo pod door on the runway.

FAA APPROVED
3-80 U.S. 208BPHBUS-01
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

NORMAL PROCEDURES

Table of Contents

Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Speeds for Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
CHECKLIST PROCEDURES
Preflight Inspection Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Cabin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Left Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Left Wing, Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Left Wing, Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Measured Fuel Depth vs. Fuel Quantity . . . . . . . . . . . . . . . . . . . 4-11
Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
Right Wing, Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Right Wing, Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Starting Engine (Battery Start) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Starting Engine (External Power Start) . . . . . . . . . . . . . . . . . . . . . . 4-20
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Short Field Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Type II, Type III or Type IV Anti-ice Fluid Takeoff . . . . . . . . . . . . 4-26
Enroute Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Cruise Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Maximum Performance Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
Normal Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-1
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
Table of Contents (Continued)

Page
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
Shutdown and Securing Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
AMPLIFIED PROCEDURES
Preflight Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36
Engine Clearing Procedures (Dry Motoring Run). . . . . . . . . . . . . . 4-39
Engine Ignition Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Engine INERTIAL SEPARATOR Procedures . . . . . . . . . . . . . . . . . 4-40
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41
Taxiing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Power Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Wing Flap Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Short Field Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
Type II, Type III or Type IV Anti-Ice Fluid Takeoff . . . . . . . . . . . 4-45
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Enroute Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
Sample Cruise Performance Table . . . . . . . . . . . . . . . . . . . . . . 4-48
Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
After Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
Cold Weather Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
High Altitude Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
Engine Compressor Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

FAA APPROVED
4-2 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct
of normal operation. Normal procedures associated with optional
systems can be found in Section 9.

WARNING
There is no substitute for proper and complete
preflight planning habits and their continual review
in minimizing emergencies. Become
knowledgeable of hazards and conditions which
represent potential dangers, and be aware of the
capabilities and limitations of the airplane.

AIRSPEEDS FOR NORMAL OPERATION

Unless otherwise noted, the following speeds are based on a maximum
weight of 8750 pounds for takeoff and 8500 pounds for landing and
may be used for any lesser weight. However, to achieve the
performance specified in Section 5 for takeoff distance, climb
performance, and landing distance, the speed appropriate to the
particular weight must be used.

TAKEOFF:
Normal Climb, Flaps 20° . . . . . . . . . . . . . . . . . . . . . . . . 85-95 KIAS
Short Field Takeoff, Flaps 20°, Speed at 50 Feet . . . . . . . . 83 KIAS
Type II, Type III or Type IV Anti-ice Fluid Takeoff (Flaps UP)83 KIAS

ENROUTE CLIMB, FLAPS UP:

Cruise Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-120 KIAS
Best Rate of Climb, Sea Level to 10,000 Feet . . . . . . . . . 104 KIAS
Best Rate of Climb, 20,000 Feet . . . . . . . . . . . . . . . . . . . . . 87 KIAS
Best Angle of Climb, Sea Level to 20,000 Feet . . . . . . . . . 72 KIAS

LANDING APPROACH:
Normal Approach, Flaps UP . . . . . . . . . . . . . . . . . . . 100-115 KIAS
Normal Approach, Flaps FULL . . . . . . . . . . . . . . . . . . . 75-85 KIAS
Short Field Approach, Flaps FULL . . . . . . . . . . . . . . . . . . . 78 KIAS
(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-3
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

AIRSPEEDS FOR NORMAL OPERATION (Continued)

BALKED LANDING:
Takeoff Power, Flaps 20° . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS

MAXIMUM RECOMMENDED TURBULENT AIR

PENETRATION SPEED:
8750 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 KIAS
7500 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 KIAS
6250 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 KIAS
5000 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 KIAS

MAXIMUM DEMONSTRATED CROSSWIND VELOCITY:

Takeoff or Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 KNOTS

FAA APPROVED
4-4 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
PREFLIGHT INSPECTION WARNINGS
WARNING
• Visually check airplane for general condition during
walk-around inspection and remove any inlet, exit
or exhaust covers. If cargo pod is installed, check
its installation for security during the walk-around
inspection. Use of a ladder will be necessary to gain
access to the wing for visual checks, refueling
operations, checks of the stall warning and pitot
heat, and to reach outboard fuel tank sump drains.
• It is the pilot's responsibility to ensure that the
airplane's fuel supply is clean before flight. Any
traces of solid contaminants such as rust, sand,
pebbles, dirt, microbes, and bacterial growth or
liquid contamination resulting from water, improper
fuel type, or additives that are not compatible with
the fuel or fuel system components must be
considered hazardous. Carefully sample fuel from
all fuel drain locations during each preflight
inspection and after every refueling.
• It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or slush
from the wing, tail, control surfaces, propeller
blades, and engine air inlets. Exercise caution to
avoid distorting the vortex generators on horizontal
stabilizer while deicing. To assure complete
removal of contamination, conduct a visual and
tactile inspection of all critical surfaces. Also, make
sure the control surfaces contain no internal
accumulations of ice or debris. If these
requirements are not performed, aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
• Prior to any flight in known or forecast icing
conditions, check that PITOT/ STATIC tube(s) and
STALL warning heaters are warm to touch after
turning PITOT/STATIC and STALL HEAT switches
ON for 30 seconds, then OFF. Make sure the pitot
covers are removed prior to turning PITOT/STATIC
HEAT ON.
• If a night flight is planned, check operation of all
lights, and make sure a flashlight is available and
properly stowed.

FAA APPROVED
208BPHBUS-00 U.S. 4-5
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

CHECKLIST PROCEDURES

PREFLIGHT INSPECTION

Figure 4-1

CABIN
1. PITOT/ STATIC Tube Covers . . . . . . . . . . . . . . . . . REMOVED
2. Pilot's Operating Handbook. . . . . . . . ACCESSIBLE TO PILOT
3. Garmin G1000 CRG . . . . . . . . . . . . . ACCESSIBLE TO PILOT
4. Control Locks . . . . . . . REMOVE (disengage RUDDER LOCK)
5. PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

(Continued Next Page)

FAA APPROVED
4-6 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
CABIN (Continued)
6. All Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
8. ALT STATIC AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. INERTIAL SEPARATOR T-Handle . . . . . . . . . . . . . . . NORMAL
10. STBY FLAP MOTOR Switch . . . . . . . . . . . . GUARDED NORM
11. OXYGEN SUPPLY PRESSURE (if installed) . . . . . . . . CHECK
12. Oxygen Masks (if installed). . . . . . . . . . . . CHECK AVAILABLE
13. FUEL TANK SELECTOR Valves . . . . . . . . . . . . . . . BOTH ON
(feel against stop)
14. VENTILATION FANS/ AIR CONDITIONING (if installed) . . OFF
15. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . OFF (down)
16. EMERGENCY POWER Lever . . . . . . . . . . . . . . . . . . NORMAL
17. TRIM Controls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
18. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . ON (push in)
19. CABIN HEAT FIREWALL SHUTOFF Control . . . . . . CHECK IN
20. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
(verify deck skin fans audible and airflow from each fan)
21. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
22. PFD 1 . . . . . . . . . . . . . . . . . . . . . . . CHECK (verify PFD 1 - ON)
23. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
24. PFD 2 and MFD . . . . . . . CHECK (verify PFD2 and MFD - ON)
25. FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . CHECK QUANTITY
26. ENGINE Softkey . . . . . . . . . . . . . . . . . . . . . . SELECT SYSTEM
27. SYSTEM Softkey . . . . . . . . . . . . . . . . . . RST FUEL (if desired)
Reset Fuel Totalizer if desired. Select ENGINE Softkey to return to
main page.
28. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . FULL DOWN
29. PITOT/STATIC and
STALL HEAT Switches . . . . . . . . . . ON FOR 30 SECONDS;
THEN OFF
30. AVIONICS No. 1 and No. 2 Switches . . . . . . . . . . . . . . . . . OFF
31. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

FAA APPROVED
208BPHBUS-00 U.S. 4-7
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

LEFT SIDE
1. WING LIGHT . . . . . . . . . . . . . . . . . . . CHECK (verify condition)
2. Fuel Reservoir Drain (bottom of fuselage
or left side of cargo pod) . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points (see Section 7, Fuel System Schematic for all
nine drain locations) until all contamination has been removed.

NOTE
Properly dispose of samples from all fuel drains. Aviation
turbine fuel will deteriorate asphalt surfaces.

3. Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

(check proper tire inflation and condition of gear)
4. Inboard Fuel Tank Sump and External Sump
Quick-Drain Valves . . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.

LEFT WING Leading Edge

WARNING
• It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or
slush from the wing and control surfaces. To
assure complete removal of contamination,
conduct a visual and tactile inspection up to two
feet behind the protected surfaces at one
location along the wing span as a minimum.
Also, make sure the control surfaces contain no
internal accumulations of ice or debris. If these
requirements are not performed, aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.

(Continued Next Page)

FAA APPROVED
4-8 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
LEFT WING Leading Edge (Continued)
WARNING
• Prior to any flight in known or forecast icing
conditions, check that PITOT/STATIC tube(s) and
STALL warning heaters are warm to touch after
turning PITOT/STATIC and STALL HEAT switches
ON for 30 seconds, then OFF. Make sure the pitot
covers are removed prior to turning PITOT/
STATIC HEAT ON.
1. Wing Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
2. Stall Warning Vane . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify freedom of movement, audible warning and warmth)
Ensure the elevator control is off the forward stop in order to
check audible warning.
3. PITOT/ STATIC Tube . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify security, openings for stoppage and warmth)
4. LDG and TAXI/RECOG Lights . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
5. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK
See Measured Fuel Depth vs. Fuel Quantity chart in Section 4.
6. Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
7. Outboard Fuel Tank Sump
Quick-Drain Valve. . . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
8. NAV and STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)

FAA APPROVED
208BPHBUS-00 U.S. 4-9
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

LEFT WING Trailing Edge

1. Fuel Tank Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify no obstructions)
2. Aileron and Servo Tab . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
3. Static Wicks (4 total) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition)
4. Spoiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
5. Flap Leading Edge Vortex Generators . . . . . . . . . . . . . CHECK
(verify condition and security)
6. Flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)

FAA APPROVED
4-10 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

MEASURED FUEL DEPTH VS. FUEL QUANTITY

Universal XL Fuel Quantity Generic Fuel Fuel Quantity
Fuel Gage Gage-Inches
Gage Scale Gallons Pounds Inches Gallons Pounds
0.50 87.4 585 0.50 88.4 592
0.75 91.1 610 0.75 92.6 621
1.00 94.7 634 1.00 96.7 648
1.25 98.2 658 1.25 100.8 675
1.50 101.8 682 1.50 104.7 702
1.75 105.2 705 1.75 108.6 727
2.00 108.6 727 2.00 112.4 753
2.25 111.9 750 2.25 116.1 778
2.50 115.1 771 2.50 119.7 802
2.75 118.3 793 2.75 123.2 826
3.00 121.5 814 3.00 126.7 849
3.25 124.5 834 3.25 130.1 871
3.50 127.5 855 3.50 133.4 894
3.75 130.5 874 3.75 136.6 915
4.00 133.4 894 4.00 139.7 936
4.25 136.2 912 4.25 142.8 956
4.50 138.9 931 4.50 145.7 976
4.75 141.6 949 4.75 148.6 996
5.00 144.3 966 5.00 151.4 1015
5.25 146.8 984 5.25 154.1 1033
5.50 149.3 1000 5.50 156.8 1050
5.75 151.8 1017 5.75 159.3 1068
6.00 154.1 1033 6.00 161.8 1084
6.25 156.5 1048 6.33 165.0 1105
6.50 158.7 1063
6.75 160.9 1078
7.00 163.0 1092
7.25 165.0 1106
Figure 4-2

FAA APPROVED
208BPHBUS-00 U.S. 4-11
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

EMPENNAGE
WARNING
It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or slush
from the tail and control surfaces. Exercise caution
to avoid distorting the vortex generators on
horizontal stabilizer while deicing. To assure
complete removal of contamination, conduct a
visual and tactile inspection of all critical surfaces.
Also, make sure the control surfaces contain no
internal accumulations of ice or debris. If these
requirements are not performed, aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
1. Baggage . . . . . . . . . . . CHECK SECURE (through cargo door)
2. Cargo Door . . . . . . . . . . . . . . . . . . . . CLOSED and LATCHED
3. Horizontal Stabilizer Leading Edge . . . . . . . . . . . . . . . . CHECK
Verify condition, security, and verify 18 vortex generators on the
upper side of each horizontal stabilizer.
4. Control Surfaces and Elevator Trim Tabs . . . . . . . . . . . CHECK
Verify condition, security, freedom of movement and tab
position.
5. Static Wicks (14 total) . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Verify condition and security; verify 4 static wicks per elevator
half, 5 on the rudder, and 1 on the stinger.
6. Rudder Gust Lock . . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
7. NAV Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
8. Tail Tie-Down. . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
9. Oxygen Filler Door (if installed) . . . . . . . . . . . . . . . . . . SECURE
10. Passenger Entry Door (if installed) . . . . . . . . . . . . . . . . CHECK
(condition and security)

FAA APPROVED
4-12 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

RIGHT WING Trailing Edge

1. Flap. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
2. Spoiler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
3. Flap Leading Edge Vortex Generators . . . . . . . . . . . . . CHECK
(verify condition and security)
4. Aileron and Trim Tab. . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
5. Static Wicks (4 total) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition)
6. Fuel Tank Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify no obstructions)

RIGHT WING Leading Edge

WARNING
• It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or
slush from the wing and control surfaces. To
assure complete removal of contamination,
conduct a visual and tactile inspection up to two
feet behind the protected surfaces at one
location along the wing span as a minimum.
Also, make sure the control surfaces contain no
internal accumulations of ice or debris. If these
requirements are not performed, aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
• Prior to any flight in known or forecast icing
conditions, check that PITOT/ STATIC tube(s)
and STALL warning heaters are warm to touch
after turning PITOT/STATIC and STALL HEAT
switches ON for 30 seconds, then OFF. Make
sure the pitot covers are removed prior to
turning PITOT/STATIC HEAT ON.

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-13
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
RIGHT WING Leading Edge (Continued)
1. NAV and STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
2. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK
See Measured Fuel Depth vs. Fuel Quantity chart in Section 4.
3. Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SECURE
4. Outboard Fuel Tank Sump Quick-Drain Valve
(if airplane parked with one
wing low on a sloping ramp) . . . DRAIN (using fuel sampler)
Drain to check for water, sediment and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
5. LND and TAXI/ RECOG Lights . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and cleanliness)
6. PITOT/ STATIC Tube . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify security, openings for stoppage and warmth)
7. Radome (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
8. Wing Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
9. Inboard Fuel Tank Sump and External Sump
Quick-Drain Valves . . . . . . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
10. Main Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(check proper tire inflation and condition of gear)

FAA APPROVED
4-14 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

NOSE

WARNING
It is essential in cold weather to remove even the
smallest accumulations of frost, ice, snow, or slush
from the propeller blades and spinner, and the air
inlets (starter/generator, oil cooler and engine
inlets). To assure complete removal of
contamination, conduct a visual and tactile
inspection of all critical surfaces. If these
requirements are not performed, aircraft
performance will be degraded to a point where a
safe takeoff and climb may not be possible.
1. Right Crew Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
2. Exhaust Cover (if installed). . . . . . . . . . . . . . . . . . . . . REMOVE
3. Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(right side of upper cowling for access and
check condition and security)
4. Engine (right side). . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify general condition, security, fuel and oil
leakage and damage to any components)

WARNING
Avoid touching the output connectors or coupling
nuts or ignition excitor with bare hands.
5. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and power cables security)
6. Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition, security, cracks, distortion and damage)
7. Cowling . . . . . . . . . . . . . . . . . . CLOSE and LATCH (right side)
8. Propeller Anchor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
9. Air Inlet Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
10. Air Inlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check starter/generator blast tube opening and oil cooler inlet
(right) and engine induction air inlet (left) for condition,
restrictions, and debris.

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-15
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
NOSE (Continued)
11. Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Inspect blades for nicks, gouges, looseness of material, erosion
and cracks. Also, inspect blades for lightning strike (darkened
area near tips), boots for security, condition and evidence of
grease and oil leaks.
12. Propeller Spinner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify condition and security)
13. Nose Wheel Strut and Tire . . . . . . . . . . . . . . . . . . . . . . CHECK
Check condition, red over-travel indicator block and cable intact
(not fallen into view), and proper inflation of tire.
14. Cowling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
(left side of upper cowling for access and check condition and
security)
15. Engine (left side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(verify general condition, security, fuel, no oil leakage, and no
damage to any components)
16. INERTIAL SEPARATOR Bypass Outlet . . . . CHECK CLOSED
(verify duct free of debris)
17. Oil Dipstick/Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check oil level. Check dipstick/ filler cap SECURE. Fill to within
1 1/2 quarts of MAX HOT or MAX COLD (as appropriate) on
dipstick. Markings indicate U.S. quarts low if oil is hot.

WARNING
Make sure the oil dipstick cap is securely latched
down. Operating the engine with less than the
recommended oil level and with the dipstick cap
unlatched will result in excessive oil loss and
eventual engine stoppage.
18. Electrical Power Box Circuit Breakers and Diodes . . . . CHECK
(verify all circuit breakers, including standby
alternators are IN and diodes are clear)
19. Standby Alternator and Belt. . . . . . . . . . . . . CHECK (condition)
20. Fuel Filter . . . . . . . . . . CHECK FUEL FILTER BYPASS FLAG
(for proper location - flush)

(Continued Next Page)

FAA APPROVED
4-16 U.S. 208BPHBUS-01
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
NOSE (Continued)
21. Brake Fluid Reservoir . . . . . . . . . . . . . . . . . . . . CHECK LEVEL
22. Cowling . . . . . . . . . . . . . . . . . . . . CLOSE and LATCH (left side)
23. Fuel Filter Quick-Drain Valve . . . . . DRAIN (using fuel sampler)
Drain to check for water, sediment, and proper fuel before each
flight and after each refueling. If water is observed, take
additional samples until clear. Take repeated samples from all
fuel drain points until all contamination has been removed.
24. Fuel Drain Can . . . . . . . . . . . . . . . . . . . . . . DRAIN (until empty)
25. Fuel Pump Drain Reservoir . . . . . . . . . . . . DRAIN (until empty)

BEFORE STARTING ENGINE

1. Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
(verify weight and balance is checked and tail stand is removed
and stowed)
2. All Key Locking Cabin Doors . . . . . . . . . . . . . . . . . UNLOCKED
(except cargo configured aircraft)
Cargo door can be locked if no passengers occupy cargo
section of airplane.
3. Passenger Briefing . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
4. Cabin Doors . . . . . . . . . . . . . . . . . LATCHED (check aft doors)
5. Left Crew Door Lock Override Knob and
Right Crew Door Inside Lock . . . . . . . . . . . . . . UNLOCKED
6. PARKING BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(depress brake pedals and pull control out)
7. Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
8. Seats, Seat Belts, Shoulder Harnesses ADJUST and SECURE
(crew seat lock indicator pin(s) extended)

WARNING
Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury in
the event of an accident.
9. Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
10. IGNITION Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
11. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN
12. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
13. VENTILATION FANS/ AIR CONDITIONING . . . . . . . . . . . OFF
14. BLEED AIR HEAT Switch . . . . . . . . . . . . . . . . . . . . OFF (down)
(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-17
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
BEFORE STARTING ENGINE (Continued)

CAUTION
Leaving the BLEED AIR HEAT Switch ON (up) can
result in a hot start or abnormal acceleration to idle.
15. CABIN HEAT MIXING AIR Control . . . . . . . . . . . . . . FLT-PUSH
16. EMERGENCY POWER Lever. . . . . . . . . . . . . . . . . . . NORMAL
17. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
18. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . MAX (full forward)
19. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
20. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . ON (push in)
21. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
22. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
23. NO SMOKE/SEAT BELT Switches (if installed) . . . . . . . . . . ON
(or as required/ desired)
24. TEST SWITCH . . . . . . . PUSH UP (for FIRE DETECT warning)
PUSH DOWN (for FUEL SELECTOR warning)

STARTING ENGINE (Battery Start)

1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. BCN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
4. EIS . . . . . . . . . . . . . CHECK PARAMETERS (verify no red X’s)
5. BUS VOLTS . . . . . . . . . . . . . . . . . CHECK (24 volts minimum)
6. EMERGENCY POWER Lever. . . . . NORMAL (full aft position)
(verify EMERG PWR LVR CAS MSG - OFF)

CAUTION
Make sure that the EMERGENCY POWER Lever is in
the NORMAL (full aft) position or an over-temperature
condition will result during engine start.
(Continued Next Page)

FAA APPROVED
4-18 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
STARTING ENGINE (Battery Start) (Continued)
7. Propeller Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
8. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
a. FUEL BOOST ON CAS MSG . . . . . . . . . . . . . . . . . . . . ON
b. FUEL PRESS LOW CAS MSG . . . . . . . . . . . . . . . . . . OFF
c. FFLOW PPH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
9. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
a. IGNITION ON CAS MSG . . . . . . . . . . . . . . . . . . . . . . . . ON
b. OIL PSI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABLE (12% minimum)
10. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . LOW IDLE
a. FFLOW PPH . . . . . . . . . . . . . . CHECK (for 90 to 140 pph)
b. ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(1090°C maximum, limited to 2 seconds)

CAUTION
• If ITT climbs rapidly towards 1090°C, be prepared to
return the FUEL CONDITION Lever to CUTOFF.
• Under hot OAT and/or high ground elevation
conditions, idle ITT can exceed maximum idle ITT
limitation of 685°C. Increase N g and/or reduce
accessory load to maintain ITT within limits.
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
11. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(verify STARTER ON CAS MSG OFF)
12. EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL
13. GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOAD
(verify GENERATOR OFF CAS MSG
OFF and BAT AMPS charging)
14. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(verify FUEL BOOST ON CAS MSG - OFF)
15. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
16. NAV LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
17. Cabin Heating, Ventilating and
Defrosting Controls . . . . . . . . . . . . . . . . . . . . . AS DESIRED

FAA APPROVED
208BPHBUS-00 U.S. 4-19
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
STARTING ENGINE (External Power Start)
(24-28 Volt, Minimum 800 Amp and Maximum 1700 Amp Capacity)
1. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. EIS . . . . . . . . . . . . . CHECK PARAMETERS (verify no red X’s)
4. EXTERNAL POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. BUS VOLTS . . . . . . . . . . . . . . . . . CHECK (20 volts minimum)
6. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
7. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. External Power Unit. . . . . . . . . . . . . . . . . . . ENGAGE; then ON
9. EXTERNAL POWER Switch . . . . . . . . . . . . . . . . . . . . . . . . BUS

CAUTION
Make sure that the EMERGENCY POWER Lever is in
the NORMAL position or an over-temperature condition
will result during engine start.
10. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
11. BCN Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
12. AVIONICS No. 1 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
13. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . CHECK (24-28.5 Volts)
14. EXTERNAL POWER Switch . . . . . . . . . . . . . . . . . . . STARTER
15. EMERGENCY POWER Lever. . . . . . . . . . . . . . . . . . . NORMAL
(verify EMERG PWR LVR CAS MSG - OFF)
16. Propeller Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
17. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
a. FUEL BOOST ON CAS MSG . . . . . . . . . . . . . . . . . . . . . ON
b. FUEL PRESS LOW CAS MSG. . . . . . . . . . . . . . . . . . . OFF
c. FFLOW PPH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO

CAUTION
If the external power unit drops off the line, initiate
engine shutdown.
18. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
a. IGNITION ON CAS MSG . . . . . . . . . . . . . . . . . CHECK ON
b. OIL PSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABLE (12% minimum)

(Continued Next Page)

FAA APPROVED
4-20 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
STARTING ENGINE (External Power Start) (Continued)
19. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . LOW IDLE
a. FFLOW PPH . . . . . . . . . . . . . . CHECK (for 90 to 140 pph)
b. ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
(1090°C maximum, limited to 2 seconds)

CAUTION
• If ITT climbs rapidly towards 1090°C, be prepared to
return the FUEL CONDITION Lever to CUTOFF.
• Under hot OAT and/or high ground elevation
conditions, idle ITT can exceed maximum idle ITT
limitation of 685°C. Increase N g and/or reduce
accessory load to maintain ITT within limits.
c. Ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52% MINIMUM
20. STARTER Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(verify STARTER ON CAS MSG - OFF)
21. EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL
22. EXTERNAL POWER Switch. . . . . . . . . . . . . . . . . . . . . . . . OFF
23. External Power Unit . . . . . . . . . . . . . . OFF, then DISENGAGE
24. GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOAD
(verify GENERATOR OFF CAS MSG
OFF and BAT AMPS charging)
25. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
(verify FUEL BOOST ON CAS MSG - OFF)
26. AVIONICS No. 2 Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
27. NAV LIGHTS. . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
28. Cabin Heating, Ventilating and
Defrosting Controls . . . . . . . . . . . . . . . . . . . . . . AS DESIRED

FAA APPROVED
208BPHBUS-01 U.S. 4-21
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
TAXIING
1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOTE
Propeller BETA range can be used during taxi with
minimum blade erosion up to the point where Ng increases
(against beta range spring) to control taxi speed and
improve brake life.

2. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

BEFORE TAKEOFF
1. PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2. Seats, Seat Belts, Shoulder Harnesses . . . . CHECK SECURE

WARNING
Failure to correctly use seat belts and shoulder
harnesses can result in serious or fatal injury in the
event of an accident.
3. Flight Controls . . . . . . . . . . . . . . . . . . . . . FREE and CORRECT
4. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Altimeters:
a. PFD 1 and 2 BARO . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
b. Standby Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
6. ALT SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
7. Standby Flight Instruments . . . . . . . . . . . . . . . . . . . . . . CHECK
8. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
9. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
10. FUEL QTY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
11. FUEL SHUTOFF Knob . . . . . . . . . . . . . . . . . . . . . . . FULLY ON
12. ELEVATOR, AILERON, and RUD TRIM Controls . . . . . . . 3 SET
(for takeoff)
13. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 FT-LBS
a. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
b. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . CHECK
Turn control counterclockwise, pull to BYPASS position and
check torque drop; move control back to NORMAL position
and check that original torque is regained.
c. EIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
See Section 2, Limitations for minimum oil temperature
required for flight.
(Continued Next Page)
FAA APPROVED
4-22 U.S. 208BPHBUS-01
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
BEFORE TAKEOFF (Continued)
14. Overspeed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(first flight of the day and after maintenance)
a. PROP RPM Lever . . . . . . . . . . . . . . . . . MAX (full forward)
b. OVERSPEED GOVERNOR
TEST Button . . . . . . . . . . . . . . . . . . . PRESS and HOLD
c. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE
(propeller RPM stabilize at 1750 ±60 RPM)
d. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
e. OVERSPEED GOVERNOR TEST Button . . . . . RELEASE
15. Quadrant Friction Lock . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
16. Standby Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(first flight of the day and before all
flights into known icing conditions)
a. ENGINE Softkey. . . . . . . . . . . . . . . . . . . SELECT SYSTEM
b. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . ON
c. GEN AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOAD
(to approximately 30 amps)
Generator load can be increased by using the TAXI/RECOG
Lights. Do not exceed 60 amps.
d. ALT AMPS . . . . . . . . VERIFY (alternator output near zero)
e. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . . . TRIP
f. ALT AMPS . . . . . . . . . . . . . . . . . . . . . . . . . . VERIFY LOAD
g. BUS VOLTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(for alternator output and voltage approximately
one volt less than with generator ON)

NOTE
A fully charged battery will carry part of the electrical load
when initially switching from generator to standby alternator
power because of the generator’s higher voltage regulation.

h. STBY PWR ON CAS MSG . . . . . . . . . . . . . . . CHECK ON

(verify GENERATOR OFF CAS MSG ON)
i. GENERATOR Switch . . . . . . . . . . . . . . . . . . . . . . . . RESET
(verify GENERATOR OFF CAS MSG OFF)
j. STBY PWR ON CAS MSG . . . . . . . . . . . . . . CHECK OFF
k. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF
(verify STBY PWR INOP CAS MSG ON)
l. STBY ALT PWR Switch . . . . . . . . . . . . . . . . . . . . . . . . . ON

(Continued Next Page)

FAA APPROVED
208BPHBUS-01 U.S. 4-23
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
BEFORE TAKEOFF (Continued)
17. Manual Electric Pitch Trim (MEPT) . . . . . . . . CHECK and SET
a. Push both sides of trim switch NOSE DOWN (verify correct
trim wheel and pointer movement). Press AP DISC/TRIM
INTER Switch (verify trim wheel stops moving).
b. Push both sides of trim switch NOSE UP (verify correct trim
wheel and pointer movement). Press AP DISC/TRIM INTER
Switch (verify trim wheel stops moving).
c. Verify pilot’s trim switch command overrides copilot’s trim
switch command.
d. Set trim as required within TAKEOFF band.
18. Known Icing System (if installed) . . . PREFLIGHT COMPLETE
(see Systems Checks prior to any flight in icing conditions)
19. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
20. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
21. Avionics and Radar . . . . . . . . . . . . . . . SET FOR DEPARTURE
22. Nav Source . . . . . . . . . . . . . . . . . . . . . SET FOR DEPARTURE
23. XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON ALT
24. STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
25. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
26. WING FLAPS Handle . . . . . . . . . . . . . . . . SET FOR TAKEOFF
27. CABIN HEAT MIXING AIR Control . . . . . . . . . . . . . . FLT-PUSH
28. Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE
29. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
30. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . HIGH IDLE

(Continued Next Page)

FAA APPROVED
4-24 U.S. 208BPHBUS-01
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES
BEFORE TAKEOFF (Continued)
WARNING
• When ground icing conditions are present, a pre-
takeoff visual and tactile check should be
conducted by the pilot in command within five
minutes of takeoff, preferably just prior to taxiing
onto the active runway.
• Takeoff is prohibited with any frost, ice, snow, or
slush adhering to the wings, tail, control
surfaces, propeller blades, or engine air inlets.
• Even small amounts of frost, ice, snow, or slush
on the wing can adversely change lift and drag.
Failure to remove these contaminants will
degrade airplane performance to a point where a
safe takeoff and climb may not be possible.
• Make sure that the anti-ice fluid (if applied) is still
protecting the airplane.

TAKEOFF

NORMAL TAKEOFF
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°
2. POWER Lever . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
(observe Takeoff ITT and Ng limits)
Refer to Maximum Engine Torque for Takeoff chart in Section 5.
3. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
4. Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70-75 KIAS
5. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85-95 KIAS
6. WING FLAPS Handle
RETRACT to 10° (after reaching 85 KIAS)
RETRACT to UP (after reaching 95 KIAS)

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-25
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
SHORT FIELD TAKEOFF
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20°
2. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
3. POWER Lever. . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
(observe Takeoff ITT and Ng limits)
Refer to Maximum Engine Torque for Takeoff chart in Section 5.
4. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
5. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
6. Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
7. Airspeed . . . . . . . . . . . 83 KIAS (until all obstacles are cleared)
Refer to Section 5 for speeds at reduced weights.
8. WING FLAPS Handle
RETRACT to 10° (after reaching 85 KIAS)
RETRACT to UP (after reaching 95 KIAS)

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

1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Power Lever . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKEOFF
(observe Takeoff ITT and Ng limits)
Refer to Maximum Engine Torque for Takeoff chart in Section 5.
3. CAS MSG(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
4. Rotate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 KIAS
5. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 KIAS

ENROUTE CLIMB

CRUISE CLIMB
1. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110-120 KIAS
4. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . 1600-1900 RPM
5. INERTIAL SEPARATPOR . . . . . . . . . . . . . . . . . . . . . . . . . . SET

NOTE
To achieve maximum flat rated horsepower, use a minimum
of 1800 RPM.

(Continued Next Page)

FAA APPROVED
4-26 U.S. 208BPHBUS-01
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

CRUISE CLIMB (Continued)

6. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(observe Maximum Climb ITT and Ng limits)
Refer to Maximum Engine Torque for Climb chart in Section 5.

NOTE
Engine operations which exceed 740°C ITT can reduce
engine life.

CAUTION
For every 10° below -30°C ambient temperature,
reduce maximum allowable Ng by 2.2%.

MAXIMUM PERFORMANCE CLIMB

1. Ice Protection (if installed) . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. Airspeed . . . . . . . . . . . 104 KIAS (from sea level to 10,000 feet)
decreasing to 87 KIAS (at 20,000 feet)
4. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 RPM
5. POWER Lever . . . . . . . . . . . . . . . . SET (1865 ft-lbs maximum)
(observe Maximum Climb ITT and Ng limits)
Refer to Maximum Engine Torque for Climb chart in Section 5.

CAUTION
• Engine operations which exceed 740°C ITT can
reduce engine life.
• For every 10° below -30°C ambient temperature,
reduce maximum allowable Ng by 2.2%.

FAA APPROVED
208BPHBUS-01 U.S. 4-27
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

CRUISE
1. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . 1600 to 1900 RPM
4. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
(observe Maximum Cruise ITT and Ng limits)
Refer to Cruise Performance and/or Cruise Maximum Torque
charts in Section 5.
5. Fuel Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
(maximum 200 pounds imbalance)
NOTE
Engine operations which exceed 740°C ITT can reduce
engine life.

CAUTION
For every 10° below -30°C ambient temperature,
reduce maximum allowable Ng by 2.2%.

DESCENT
1. Ice Protection (if installed) . . . . . . . . . . . . . . . . . AS REQUIRED
a. PITOT/STATIC HEAT . ON (when OAT is below 5°C (41°F))
b. STALL HEAT. . . . . . . . ON (when OAT is below 5°C (41°F))
c. PROP HEAT . . . . . . . . ON (when OAT is below 5°C (41°F))
2. INERTIAL SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
3. NO SMOKE/SEAT BELT SIGN Switches (if installed). . . . . . ON
4. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
5. NAV Source. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
NOTE
The overspeed warning horn and MAXSPD annunciation
will activate when either PFD1 or PFD2 airspeed reaches
greater than 175 KIAS. In addition, the overspeed warning
horn and MAXSPD annunciation may appear prior to 175
KIAS if the aircraft is accelerating at a rate that will rapidly
exceed VMO.

(Continued Next Page)

FAA APPROVED
4-28 U.S. 208BPHBUS-01
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

DESCENT (Continued)
CAUTION
Set PROP RPM Lever at 1900 RPM prior to beginning
any instrument approach procedure.
6. POWER Lever . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

BEFORE LANDING
NOTE
Refer to Landing Distance chart in Section 5 for anticipated
ground roll and total distance requirements.

1. Seats, Seat Belts, Shoulder Harnesses . . . . . . . . . . . SECURE

WARNING
Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury in
the event of an accident.
2. FUEL TANK SELECTORS . . . . . . . . . . . . . . . . . . . . BOTH ON
3. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . HIGH IDLE
4. PROP RPM Lever. . . . . . . . . . . . . . . . . . . . . MAX (full forward)
5. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STANDBY
6. AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
(before 200 feet AGL on approach or 800 feet AGL)
7. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

LANDING

NORMAL LANDING
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75-85 KIAS
3. Touchdown . . . . . . . . . . . . . . . . . . . . . . MAIN WHEELS FIRST
4. POWER Lever . . . . . . . BETA RANGE AFTER TOUCHDOWN
5. Brakes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

FAA APPROVED
208BPHBUS-01 U.S. 4-29
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000
SHORT FIELD LANDING
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL
2. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 KIAS
Refer to Landing Distance charts in Section 5 for speeds at reduced
weights.
3. POWER Lever. . . . REDUCE to IDLE (after clearing obstacles)
4. Touchdown . . . . . . . . . . . . . . . . . . . . . . MAIN WHEELS FIRST
5. POWER Lever. . . . . . . . BETA RANGE AFTER TOUCHDOWN

NOTE
Use of reverse thrust will reduce the landing roll by
approximately 10% (see Section 5).

6. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAXIMUM
(while holding elevator control full aft)
7. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
(for maximum brake effectiveness)
BALKED LANDING
1. POWER Lever. . . . . . . . . . . . . . . ADVANCE (for takeoff power)
2. WING FLAPS Handle . . . . . . . . . . . . . . . . . . RETRACT to 20°
3. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS MINIMUM
(until obstacles are cleared)
4. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
(after reaching safe altitude and airspeed)

FAA APPROVED
4-30 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

AFTER LANDING
1. WING FLAPS Handle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
2. Ice Protection (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . OFF
a. PITOT/STATIC HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
b. STALL HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
c. PROP HEAT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
3. STBY ALT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
4. STROBE Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
5. LDG and TAXI/RECOG Lights . . . . . . . . . . . . . . . . . . . . . . SET
6. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . LOW IDLE
(when clear of the runway)

CAUTION
If the FUEL CONDITION Lever is moved past the LOW
IDLE position and the engine N g falls below 53%,
moving the lever back to the LOW IDLE position can
cause an ITT over-temperature condition. If the engine
has started to shutdown in this situation, allow the
engine to complete its shutdown sequence, and
proceed to do a normal engine start using the “Starting
Engine” checklist.

FAA APPROVED
208BPHBUS-01 U.S. 4-31
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

SHUTDOWN AND SECURING AIRPLANE

1. PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
2. BLEED AIR HEAT, VENTILATION FANS/ AIR
CONDITIONING (if installed). . . . . . . . . . . . . . . . . . . . . . OFF
3. POWER Lever. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZED
(at minimum temperature for one minute)
5. PROP RPM Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
6. FUEL CONDITION Lever . . . . . . . . . . . . . . . . . . . . . . CUTOFF
7. LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
8. FUEL BOOST Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
9. AVIONICS No 1 and No 2 Switches . . . . . . . . . . . . . . . . . . OFF
10. BATTERY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
11. Control Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
12. OXYGEN SUPPLY Control Lever (if installed) . . . . . . . . . . OFF
13. FUEL TANK SELECTORS . . . . . . . LEFT OFF or RIGHT OFF
Turn high wing tank off if parked on a sloping surface to prevent
crossfeeding.
14. Tie-Downs and Chocks . . . . . . . . . . . . . . . . . . . AS REQUIRED
15. External Covers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSTALL
16. Fuel Filter . . . . . . . . . . CHECK FUEL FILTER BYPASS FLAG
(for proper location - flush)
17. Oil Breather Drain Can . . . . . . . . . . . . . . . DRAIN (until empty)

NOTE
Possible delays of subsequent flights, or even missed
flights, are often eliminated by routinely conducting a brief
postflight inspection. Usually, a visual check of the airplane
for condition, security, leakage, and tire inflation will alert
the operator to potential problems, and is therefore
recommended.

FAA APPROVED
4-32 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

AMPLIFIED PROCEDURES

PREFLIGHT INSPECTION
The Preflight Inspection, described in Figure 4-1 and adjacent
checklist, is recommended. If the airplane has been in extended
storage, has had recent major maintenance, or has been operated from
rough or unprepared surfaces, an extensive exterior inspection is
recommended.

WARNING
Flights at night and in cold weather involve a
careful check of other specific areas discussed in
this section.
After major maintenance has been performed, the flight controls and
trim tabs should be double-checked for free and correct movement and
security. The security of all inspection plates on the airplane should be
checked following periodic inspections.
If the airplane has been exposed to excessive ground handling in a
crowded hangar, it should be checked for dents and scratches on
wings, fuselage, and tail surfaces, as well as damage to navigation and
anti-collision lights, and avionics antennas. Outside storage in windy or
gusty areas, or tie-down adjacent to taxiing airplanes, calls for special
attention to control surface stops, hinges, and brackets to detect the
presence of wind damage.
If the airplane has been operated from an unimproved runway, check
the propeller for nicks and stone damage and the leading edges of the
horizontal tail for abrasion. Airplanes that are operated from rough
fields, especially at high altitude, are subjected to abnormal landing
gear abuse. Frequently check all components of the landing gear, tires,
and brakes.
Outside storage can result in water and obstructions in airspeed system
lines, condensation in fuel tanks, and dust and dirt in the engine air inlet
and exhaust areas. If any water is suspected in the static source
system, open both static source drain valves and thoroughly drain all
water from the system.

WARNING
If the static source drain valves are opened, assure
both valves are completely closed before flight.
(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-33
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

PREFLIGHT INSPECTION (Continued)

If any water is detected in the fuel system, the inboard fuel tank sump
and external sump quick-drain valves, fuel reservoir quick-drain valve,
and fuel filter quick-drain valve should all be thoroughly drained until
there is no evidence of water or sediment contamination. If the airplane
is parked with one wing low on a sloping ramp, draining of the outboard
fuel tank sump quick-drain valves (if installed) is also recommended.
Prolonged storage of the airplane will result in a water buildup in the
fuel which "leaches out" the fuel additive. An indication of this is when
an excessive amount of water accumulates in the fuel tank sumps.
Refer to Section 8 for fuel additive servicing.
To prevent loss of fuel in flight, make sure the fuel tank filler caps are
tightly sealed after any fuel system check or servicing. Fuel system
vents should also be inspected for obstructions, ice or water, especially
after exposure to cold, wet weather.
The interior inspection will vary according to the planned flight and the
optional equipment installed. Prior to high-altitude flights, it is important
to check the condition and quantity of oxygen face masks and hose
assemblies. The oxygen supply system (if installed) should be
functionally checked to ensure that it is in working order and that an
adequate supply of oxygen is available.

BEFORE STARTING ENGINE

WARNING
• It is the responsibility of the pilot in command to
make sure that the airplane is correctly loaded
within the weight and center of gravity limits
prior to takeoff.
• Failure to correctly use seat belts and shoulder
harnesses could result in serious or fatal injury
in the event of an accident.

(Continued Next Page)

FAA APPROVED
4-34 U.S. 208BPHBUS-00
CESSNA SECTION 4
MODEL 208B G1000 NORMAL PROCEDURES

BEFORE STARTING ENGINE (Continued)

The Before Starting Engine checklist procedures should be followed
closely to assure a satisfactory engine start. Most of the checklist items
are self-explanatory. Those items that may require further explanation
are noted in the following discussion.
When setting electrical switches prior to engine start, only those lighting
switches that are necessary for a night-time engine start should be
turned on. All other switches, including exterior lights, anti-ice, deice,
ventilation fans/ air conditioning (if installed) switches, should be turned
off. The BLEED AIR HEAT Switch should be off to prevent excessive
compressor bleed during the engine start. Also, the standby power
switch should be off during engine starts.

CAUTION
Leaving the BLEED AIR HEAT Switch ON can result in
a hot start or abnormal acceleration to idle.
The generator switch is spring-loaded to the ON position. When the
starter switch is placed in the START or MOTOR position, the generator
control unit (GCU) opens the generator contactor. When the starter
switch is returned to the OFF position after an engine start, the GCU
closes the generator contactor, thereby placing the generator on the
line.
The IGNITION Switch is left in the NORM position for engine starting
with the starter motor (non-windmilling start). In this position, the
igniters are energized when the starter switch is placed in the START
position. Ignition is automatically terminated when the starter switch is
turned OFF.

CAUTION
It is especially important to verify that the
EMERGENCY POWER Lever is in the NORMAL
position (aft of the IDLE gate) during engine starts. With
the lever forward of this gate, excessive quantities of
fuel will be discharged through the fuel nozzles when
the FUEL CONDITION Lever is moved to the LOW
IDLE position and a hot start will result.

(Continued Next Page)

FAA APPROVED
208BPHBUS-00 U.S. 4-35
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208B G1000

BEFORE STARTING ENGINE (Continued)

Before starting the engine, the POWER Lever is placed at the IDLE
position (against the BETA gate), the propeller control lever is moved to
the MAX RPM position (full forward), and the FUEL CONDITION Lever
is stowed in the CUTOFF position.

CAUTION
The propeller reversing linkage can be damaged if the
POWER Lever is moved aft of the IDLE position when
the engine is not running and the propeller is feathered.

STARTING ENGINE
The Starting Engine checklist procedures should be followed closely to
assure a satisfactory engine start. With the FUEL CONDITION Lever in
the CUTOFF position, move the starter switch to the START position;
verify that the STARTER ON and IGNITION ON CAS MSG(s) are
displayed. Next, check for a positive indication of engine oil pressure.
After Ng stabilizes (minimum of 12%), move the FUEL CONDITION
Lever to the LOW IDLE position and verify fuel flow in the general
range of 90 to 140 pph. After the engine "lights off" and during
acceleration to idle (approximately 52% Ng), monitor ITT and Ng.
Maximum ITT during engine start is 1090°C, limited to 2 seconds.
Typically, the ITT during start is well below this maximum value. After
the engine has stabilized at idle, the STARTER ON CAS MSG should
be OFF. If this CAS MSG remains ON, it indicates the starter has not
been automatically disengaged during the engine starting sequence
due to a failed speed sensor.

CAUTION
If no ITT rise is observed within 10 seconds after
moving the FUEL CONDITION Lever to the LOW IDLE
position, or ITT rapidly approaches 1090°C, move the
FUEL CONDITION Lever to CUTOFF and perform the
Engine Clearing Procedure in this section.

(Continued Next Page)

FAA APPROVED
4-36 U.S. 208BPHBUS-00