(

( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(

(
AMPLIFIED PROCEDURES
t '- ,
(
\, 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.
(

(
A 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 and trim tab
(
controls should be double-checked for free and correct movement
( and security. The security of all inspection plates on the airplane
should be checked fa "owing periodic inspections. If the airplane has
( been exp.0sed to much 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 tips for 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.

(
( ",:
(

1 April 1998 4-29

For Training Purposes Only
 SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP) (
(

Outside storage may 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.

A WARNING
If the static source drain valves are opened,
assure both valves are completely closed before
flight.·

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 ' (as evidenced by the ball of the turn and bank
indicator displaced from center), 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.

4-30 1 April 1998

For Training Purposes Only
 (

( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(

(
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 should be
( functionally checked to ensure that it is in working order and that an
( adequate supply of [Link] is available.
( BEFORE STARTING ENGINE
(
( A WARNING
(
• It is the responsibi lIty of the pilot in
( command to ensure that the airplane is
properly loaded within the weight and
( center of gravity limits prior to takeoff.
(
• Failure to properly utilize seat belts and
( shoulder harnesses could result In serious
( or fatal InJury In the event of an accident.

( 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 nighttime engine start
should be turned on. All other switches, including exterior lights,
( Anti-ice, deice, ventilation blower and air conditioning 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 and avionics 1 and 2 switches should be
off during engine starts.
(
( A CAUTION
( (."",,; , Leaving the bleed air heat switch ON may result
in a hot start or abnormal acceleration to idle.

1 April 1998 4-31

FQf Training Purposes Only
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP) (
{

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. (
(
A 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.
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.

A 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.

4-32 1 April 1998

For Training Purposes Only
 (

( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(
(
( STARTING ENGINE
f' -
( \. 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 ENERGIZED and IGNITION ON
annunciators illuminate. 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 a fuel
flow in the general range of 80 to 110 pph. After the engine "lights"
( 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
ENERGIZED annunciator should be OFF. If this annunciator
(
remains ON, it indicates the starter has not been automatically
( disengaged during the engine starting sequence due to a failed
speed sensor.
(
( , A 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. -

( After the engine reaches idle (52% Ng or above), return the starter
switch to the OFF position. With a cold engine or after making a
( battery start (high initial generator load into battery), it may be
( necessary to advance the power lever slightly ahead of the idle
detent to maintain a minimum idle of 52% Ng • To assure
( maintaining the minimum Ng and ,I n within limits, advance thel
(
power lever to obtain approximately 55% Ng before turning the
starter switch OFF (the generator contactor closes when the starter
(

(
( ,
"
switch is turned OFF) .

29 September 1998 4-33

For Training Purposes Only

SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP)

A CAUTION
Under hot OAT and/or high ground elevation
conditions, idle ITT may exceed maximum idle ITT
limitation of 685°C. Increase Ng and/or reduce
accessory load to maintain ITT within limits.

NOTE

If the STARTER ENERGIZED annunciator fails to go out

after the starter switch has been moved to the OFF position ,
the start contactor may be closed and the generator will not
function. Perform an engine shutdown.

Engine starts may be made with airplane battery power or with an

auxiliary power unit (APU). However, it is recommended that an
APU be used when the ambient air temperature is less than OaF
(-18°C). Refer to Cold Weather Operation in this section when
ambient temperature is below OaF (-18°C).

A CAUTION
• In the event the auxiliary power unit drops off
the line during engine start, a loss of electrical
power to the starter will result which could
cause a hot start. Should a loss Of auxiliary
power.· occur, immediately place the fuel
condition lever to CUTOFF, monitor ITT, and
ensure the engine is shutting down. Turn the
external power switch off and place the starter (
switch to the MOTOR position to aid in
reducing ITT If necessary. (

• When an auxiliary power unit Is used, ensure

the unit Is negatively grounded and regulated
to 28 volts DC with a capability of providing a
minimum of 800 amperes during the starting
cycle. Auxiliary power units with output
exceeding 1700 ampere·s shall not be used.

4-34 29 September 1998

For Training PurposesOnly
( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(

( Before engine starting with the airplane battery, check the voltmeter
for a minimum of 24 volts. With turbine engines, the operator must
( monitor In during each engine start to guard against a "hot" start.
(
/" The operator must be ready to immediately stop the . start if ITT
\ "-
exceeds 1090°C or is rapidlr approaching this limit. Usually, "hot"
starts are not a problemi the normal starting procedures are
followed. A "hot" start is caused by excessive fuel flow at normal
( revolutions per minute or normal fuel flow with insufficient
(
revolutions per minute. The latter is usually the problem which is
caused by attempting a start with a partially discharged or weak
( .
( A CAUTION
(
A minimum battery voltage of 24 volts Is not
( always an Indication that the battery Is near full
charge or In good condition. This is especially
( true with the optional NI-Cad battery which
( maintains a minimum no-load voltage of 24 volts
even at a 50% (or less) charge condition.
( Therefore, if gas generator acceleration in the
( Initial part of the start Is less than normally
observed, return the fuel condition lever to
( CUTOFF and discontinue the start. Recharge
ttie battery or use an auxiliary power unit before
(
attempting another start.
(
If a cold engine does not quite idle at 52%, it is acceptable to
( advance the power lever or fuel condition lever slightly. If the
starter accelerates the gas generator rapidly above 20%, suspect
(
gear train decouple. Do not continue start. Rapid acceleration
( through 35% Ng suggests a start on the secondary nozzles.
Anticipate a hot start.
(
After an aborted start for whatever reason, it is essential before the
(
.next start attempt to allow adequate time to drain off unburned fuel.
( Failure to drain all residual fuel from the engine could lead to a hot
start, a hot streak leading to hot section damage, or the torching of I
( burning fuel from engine exhaust on the next successful ignition.
(
( ,".. '
A dry motoring, within starter limitations after confirming that all fuel
drainage has stopped, will ensure that no fuel is trapped before the
next start.
(

7 September 2001 4-35

For Training Purposes Only

SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP) (
(

ENGINE CLEARING PROCEDURES (

(DRY MOTORING RUN) (

The following procedure is used to clear an engine at any time

when it is deemed necessary to remove internally trapped fuel and . (
vapor, or if there is evidence of a fire within the engine. Air passing
through the engine serves to purge fuel, vapor, or fire from the (
combustion section, gas generator turbine, power turbine, and
(
exhaust system.
(
1. Fuel Condition Lever -- CUTOFF.
2. Ignition Switch -- NORM. (
3. Battery Switch -- ON (to supply current for the starter motor). (
4. Fuel Shutoff -- OPEN (push in).
5. Fuel Boost Switch -- ON (to provide lubrication for the
engine-driven fuel pump elements) or OFF (if a fire is
suspected) .
6. Starter Switch -- MOTOR.
(
A CAUTION (

• Do not exceed the starting cycle limitations; (

refer to Section 2. (
• Should a fire persist, as indicated by
sustained ITT, close the fuel shutoff valve
and continue motoring the engine.

7. Starter Switch -- OFF.

8. Fuel Boost Switch -- OFF.
9. Fuel Shutoff -- CLOSED (pull out).
10. Battery Switch -- OFF.
(
Allow the required cooling period for the starter before any further
(
starting operation is attempted.
(

4-36 1 April 1998

For Training Purposes Only
 (

( CESSNA _ SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(
( ENGINE IGNITION PROCEDURES
( For most .operations. the ignition sWitch is left in the NORM position
( ,
r-- (aft). With the switch in this position, ignition is on only when the
starter switch is in the START position.
(

I
NOTE
(
The use of ignition for extended periods of time will
( reduce ignition system component life.
( However, the ignition switch should be turned ON to provide
( continuous ignition under the following conditions:

( 1. Emergency engine starts without starter assist (refer to

Section 3, Airstarts).
2. Operation ori water or slush covered runways.
( 3. Flight in heavy precipitation.
4. During inadvertent icing encounters until the inertial
( separator has been in BYPASS for 5 minutes (refer to
Section 3, Icing).
( 5. When near fuel exhaustion as indicated by RESERVOIR
r--- FUEL LOW annunciator ON.
(
Refer to Section 7, Ignition System for -further details regarding the
ignition system.
(

( ENGINE INERTIAL SEPARATOR PROCEDURES

( An inertial separator system is built into the engine air inlet duct to
prevent ice buildups on the compressor inlet screen. The inertial
( separator control should be moved to the BYPASS position prior to
running the engine during ground or flight operation in visible
( moisture (clouds, rain, snow or ice crystals) with an OAT of 4°C or
( less.
( The BYPASS mode may also be used for ground operations or
takeoffs· with dusty, sandy field conditions to minimize ingestion. of
( foreign particles into the compressor. Refer to the charts in Section
( 5 for performance changes associated with the inertial separator in
( t -·,:; the BYPASS mode.

( ,-
"-·1 The NORMAL mode is used for all other operating conditions, since
it provides a substantial inlet ram recovery. This results in more
efficient engine operation and higher critical altitude for a particular
(
power setting.
(

13 October 1999 4-37

For Purposes Only
 (
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP) (
(
Refer to Section 7, Air Induction System for further details regarding
the inertial separator. (

(
TAXIING
(
Power lever BETA range may be used during taxi to improve brake (
life. A leaf spring is installed in the control quadrant which the
power lever contacts and provides the pilot with a noticeable "feel". (
With the power lever moved to this position in the BETA range, the
propeller is near zero thrust in a static, 52% idle condition. Besides (
acting as a zero thrust reference during taxi, this power lever
position (lever against spring) is used after landing to minimize
brake weaL Further aft movement of the power lever will result in (
increased engine power and reverse thrust from the propeller (

A CAUTION
• The use of reverse thrust should be
minimized, especially on unprepared surfaces,
to protect the propeller. (

(
• To minimize cargo pod temperatures and
avoid damage to the pod surfaces, do not (
leave the power lever in the BETA range for
extended periods (greater than 30 seconds) (
when parked with a right crosswind. (
NOTE

During low-speed taxi with a strong tailwind, or when

stopped with a strong tailwind, a moderate vibration may (
occur as a result of reverse airflow through the propeller
disk with the blades at a positive pitch angle. This vibration .(
can be significantly reduced by placing the power lever in
the BETA range, or it can be eliminated by turning the
airplane into the wind.

Refer to Figure 4-2 for additional taxiing instructions.

14-38 13 October 1999

. For Training Purposes Only
 CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(

(
(
( .---
(
(

(
(
(
(
(

( (')
(

(
(

( CODE NOTE:
( WIND DIRECTION Strong quartering tail winds require caution.
Avoid excessive use of power and sharp
braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to
maintain direction .

26B5X1053
Figure 4-2. Taxiing Diagram

1 April 1998 4-39

For Training Purposes Only
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP) (
(

BEFORE TAKEOFF
The fuel tank selectors are normally both ON for takeoff and all
flight operations. However, one side may be turned OFF as (
required to balance the fuel load.

A WARNING (

• Do not exceed 200 pounds fuel imbalance in

flight.

• To obtain accurate fuel quantity indicator

readings, verify the airplane is parked in a
laterally level condition, or, If In flight, make
sure the airplane Is in a coordinated and
stabilized condition (ball of turn-and-bank (
indicator centered).
When checking the inertial separator with engine power set at 400
foot-pounds, it is typical to see an approximate 25 foot-pound drop
in torque when the T"handle is pulled to the BYPASS position. This ·
torque drop will vary some with wind .conditions during static check.
A neutral index mark is added to the pedestal cover which
corresponds to the zero degree trim tab position. As loadings vary
towards the forward C.G. limit or aft C.G. limit, elevator trim settings
towards the nose up and nose down ends of this takeoff range,
respectively, will provide comfortable control wheel forces during
takeoff and initial climb out.
Refer to Systems Checks (at end of Checklist Procedures in this (
section) for procedures to use when checking the Overspeed (
Governor, Autopilot, Standby Power, and Known Icing Systems.
(
Prior to takeoff, the fuel condition lever is moved forward to the
HIGH IDLE position (approximately 65% Ng ) and left in this position
until after landing. The higher gas generator idle speed for flight
provides faster engine acceleration when adding power (from an
idle condition) on approach or for a balked landing go-around. ... ,

4-40 1 April 1998

For Training Purposes Only
(
( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(
(
TAKEOFF
(
( POWER SETTING
( Refer to the Takeoff Torque figure in Section 5 to determine the
( torque corresponding to the surface altitude and OAT conditions.
This torque should be obtainable without exceeding 805°C ITT or
( 101.6% Ng •
(
Takeoff roll is most smoothly initiated by gradually advancing the
( power lever until propeller RPM nears 1900. Smoothly release the
brakes and continue advancing the power lever until the takeoff
(
torque (from Section 5) is reached.
(
NOTE
(
( As airspeed increases during takeoff, an increase in torque
at a fixed power lever position is normal and need not be
( reduced provided torque limit (1865 foot-pounds) is not
exceeded.
(
( WING FLAP SETTINGS
( For normal takeoffs, 10° flaps is preferred since it results in easier
( nose wheel liftoff and lower initial climb attitude, as well as a
reduction in ground roll and total distance over an obstacle
( compared to takeoff with flaps up.
(
For short field takeoffs, or takeoffs from soft or rough fields, use of
( 20° flaps is recommended since it will allow the safe use of slower
speeds', resulting in a shorter ground roll and total distance over the
( obstacle.
(
Flap settings greater than 20° are not approved for takeoff.
(
(
SHORT FIELD TAKEOFF

( If an obstruction dictates the use of a steep climb angle after liftoff,

accelerate to and climb out at an obstacle clearance speed of 82
KIAS with 20° flaps. Takeoff performance data is shown in Section
5 based on this speed and configuration .

1 April 1998 4-41

For Training Purposes Only
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP)

After clearing the obstacle, and reaching a safe altitude, . the flaps (
may be retracted slowly as the airplane accelerates to the normal (
climb out speed.
(
Minimum ground roll takeoffs are accomplished using 20° flaps by
lifting the nose wheel off the ground as soon as practical and
leaving the ground in a slightly tail-low attitude. However, the
airplane should be leveled off immediately to accelerate to a safe
climb speed.

TYPE II OR TYPE IV Anti-Ice FLUID TAKEOFF

When Type II or Type IV fluid is applied to the airplane, a rotation

speed of 89 KIAS with 00 flaps is required. Use of 0° flaps allows
the airplane to accelerate to a higher rotation speed without any
liftoff tendencies, which is' required for· the Type liar Type IV fluid to
be effective. Takeoff performance data shown in Section 5 is based
on this speed and configuration.

CROSSWIND TAKEOFF (

Takeoffs into strong crosswinds normally are performed with 10° (

flaps. With the ailerons partially deflected into the wind, the airplane
is accelerated t9 a speed higher than normal, and then pulled off
abruptly to prevent possible settling back to the runway while
drifting. When clear of the ground, make a coordinated turn into the (
wind to correct for drift.
(
ENROUTE CLIMB (
Normally, maximum climb power is maintained during the climb to (
cruise altitude. Adjust the power lever as required to prevent
exceeding 1865 foot-pounds torque, maximum climb ITT of 765°C, (
or maximum climb Ng of 101.6%, whichever occurs first.

NOTE (

(
Engine operations which exceed 740°C In may reduce
engine life.

4-42 1 April 1998

For Training Purposes Only
( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(

At lower altitudes and cool outside air temperatu res (below

( approximately 10,000 feet), the engine will reach the torque limit
( before reaching the ITT or N g limit. As the climb progresses and
\,. . the torque is maintained by power lever advancement, the ITT and
Ng will increase until an altitude is reached where ITT or Ng will
dictate power lever positioning. When operating near the lIT limit,
advance power lever slowly to allow the current lIT to be indicated.
( The rate of power (and temperature) increase of the engine is
greater than the response rate of the ITT indicating system;
(
therefore, a rapid power lever advance could allow an over-
( temperature condition to exist momentarily in the engine before the
over-temperature would be indicated.
(

( For maximum performance climb, the best rate-of-climb speed

should be used with 1900 RPM and maximum climb power. This
( speed is 107 KIAS at sea level to 101 KIAS at 10,000 feet to 91
( KIAS at 20,000 feet.

( For improved visibility over the nose, a cruise climb speed of 115-
125 KIAS may be desirable at altitudes up to approximately 12,000
feet. Also, for improved passenger comfort, propeller R PM may be
reduced to 1600, if desired. Adjust the power lever (in accordance
with the following table) to prevent exceeding maximum torque for
( the corresponding RPM, maximum climb ITT of 765°C, or maximum
( Ng of 101.6%, whichever occurs first.

NOTE
(
Engine operations which exceed 740°C ITT may reduce
( engine life.
( MAX RPM TORQUE

1900 1865
1800 1970
1700 1970
1600 1970

If an obstruction dictates the use of a steep climb angle, climb with

flaps retracted and maximum continuous power at 86 KIAS.

1 April 1998 4-43

For Training Purposes Only
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP)

CRUISE (
Normal cruising is performed using any desired power setting up to .. .. (
the maximum cruise power (observe ITT, torque, and Ng cruise ! (
limits) . Do not exceed the maximum cruise torque shown in Section (
5 for the particular altitude and temperature. Normally, a new
engine will exhibit an ITT below 740 DC when set to the maximum (
cruise torque.

The Cruise Performance Table, Figure 4-3, illustrates the advantage

of higher altitude on both true airspeed and nautical miles per
pound of fuel. In addition, the beneficial ·effect of lower cruise power
on nautical miles per pound at a given altitude can be observed.
(
Charts are provided in Section 5 to assist in selecting an efficient
altitude based on available winds aloft information for a given trip.
The selection of cruise altitude on the basis of the most favorable
wind conditions and the use of low power settings are significant
factors that should be considered on every trip to reduce fuel
consumption.
(
PitoUstatic heat should be ON anytime the OAT is below 4DC (
(
(40DF). 1f icing conditions are encountered, ensure that the
additional anti-icing systems (stall vane and inertial separator) are
ON and in the BYPASS mode before encountering visible moisture
below approximately 4°C (40°F). Windshield and propeller Anti-ice
systems should be turned on also.

4-44 1 April 1998

For Training Purposes Only
( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(

( CRUISE PERFORMANCE TABLE

(
PARAMETERS :

Standard Conditions
( 1900 RPM
( Zero Wind

(
Maximum Cruise Power Maximu m Range Power
( ALTITUDE
(in Feet) KTAS NMPP KTAS NMPP
(
5,000 186 0.44 157 0.49
(
10,000 186 0.49 156 0.56
(
15,000 182 0.56 160 0.61
( 20,000 174 0.63 158 0.66
(
(
(WITHOUT CARGO POD)
(

(
(
(
Maximum Cruise Power Maximum Range Power
( ALTITUDE
(in Feet) KTAS NMPP KTAS NMPP
(
5,000 178 0.42 151 0.47
(
10,000 177 0.47 150 0.53
( 15,000 173 0.53 150 0.58
( 20,000 165 0.60 153 0.62
(
( (WITH CARGO POD)
(

1 April 1998
Fnr Trllinino PnrnO!iie!ii Onlv
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP) (

These systems are designed to prevent ice formation, rather than (

removing it after it has formed. For those airplanes without the
"Flight Into Known Icing" equipment, icing conditions should be (
avoided. Even for those airplanes equipped with the "Flight Into ' (
Known Icing" option, accumulation of some airframe ice is
unavoidable; this will increase airplane weight and drag and (
decrease airspeed and general airplane performance. It is always
(
wise to avoid icing conditions , if practical.
(
Fuel unbalance should be monitored to assure it does not exceed
200 pounds. Normally, both fuel tank selectors are left ON and fuel (
feeds approximately equal from each tank. If fuel unbalance (
approaching 200 pounds does occur, the fuel tank selector for the
tank with less fuel should be turned OFF until the tanks become (
balanced. With one fuel tank selector OFF and fuel remaining in
(
the tank being used less than approximately 25 gallons, the FUEL
SELECT OFF annunciator will illuminate and a warning horn will be (
activated.
(
A WARNING (

Ignition should be turned ON when flying In (

heavy precipitation. Refer to Engine Ignition (
Procedures in this section for further
information on use of ignition. (
(
A CAUTION (

Prolonged zero or negative "G" maneuvers will (

starve the engine aU pump and result In engine (
damage.
(

Supplemental oxygen should be used by all occupants when (

cruising above 12,500 feet. It is often advisable to use oxygen at (
altitudes lower than 12,500 feet under conditions of night flying,
fatigue, or periods of phYSiological or emotional disturbances. Also, (
the habitual and excessive use of tobacco or alcohol will usually , (
necessitate the use of oxygen at less than 10,000 feet. "
(

4-46 ,1 April 1998

For Training Purposes Only
(

( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES
(

(
( A WARNING
(
( -.
(
• Operation up to the maximum allowable
operating altitude is predicated on the
( availability and use of supplemental oxygen
above 12,500 feet as specified by FAR Part
( 91;211.
(
• Permit no smoking when using oxygen. Oil,
( grease, soap, lipstick, lip balm, and other fatty
( materials constitute a serious fire hazard
whim in contact with oxygen. Be sure hands
( and clothing are oil·free before handling
oxygen equipment.
(

( STALLS
( The stall characteristics are conventional and aural warning is
(
provided by a stall warning horn which sounds between 5 and 10
knots above the stall in all configurations.

Idle-power stall speeds at maximum weight for both forward and aft
(
C.G. are presented in Section 5.
(
NOTE
(

(
Practice of stalls should be done conservatively and with
sufficient altitude for a safe recovery.
(

( LANDING
( NORMAL LANDING
( Normal landing approaches can be made with power-on or idle
( power with any flap setting desired. Use of flaps down is normally
preferred to minimize touchdown speed and subsequent need for
(.: braking. For a given flap setting, surface winds and turbulence are
\;,>. usually the primary factors in determining the most comfortable
approach speed.

1 April 1998 4-47

For Traininl! Purooses Onlv

SECTION 4 CESSNA (
NORMAL PROCEDURES MODEL 208 (675 SHP) (
(
Actual touchdown should be made with idle power and on .the main
wheels first, just slightly above stall speed. The nose wheel is then
gently lowered to the runway, the power lever repositioned to the
BETA range, and brakes applied as required. When clear of the , (
runway, reposition the fuel condition lever from HIGH IDLE to LOW · (
IDLE. This will reduce cabin and exterior noise levels as well as
reduce braking requirements when the power lever is positioned
ahead of the REVERSE range. Landings on rough or soft fields are
accomplished in a similar manner except that the nose wheel is
lowered to the runway at a lower speed to prevent excessive nose
gear loads.

NOTE

The use of BETA range after touchdown is recommended . to

reduce brake wear. Generally, the power lever can be (
moved aft of the IDLE gate until it contacts a spring in the
control quadrant without substantial propeller erosion from (
loose debris on the runway or taxiway.
(
SHORT FIELD LANDING (

For short field landings, make a power approach at ·78 KIAS with (
the propeller control lever at MAX (full forward) and with full flaps.
After all approach obstacles are cleared, reduce power to idle.
Maintain 78 KIAS approach speed by lowering the nose of the
airplane. Touchdown should be made with the power lever at IDLE,
and on the main wheels first. Immediatelyatter touchdown, lower
the nose gear, reposition the power lever against the spring in the (
BETA range, and apply heavy braking as required.
(
For maximum brake effectiveness after all three wheels are on the
ground, hold full nose up elevator and apply maximum possible
brake pressure without sliding the tires.

A CAUTION (

(
When the small high-pressure tires are Installed
and when flying at light weights, it Is possible to (
slide the tires with only moderate pressure on
the brake pedals. Care must be exercised to ,(
prevent overbraklng.

4-48 1 April 1998

For Training Purposes Only
 (

( CESSNA SECTION 4
MODEL 208 (675 SHP) NORMAL PROCEDURES

The landing performance in Section 5 is based on the above

procedure. A reduction in ground roll of approximately 10% will I
result from the use of reverse thrust (power lever full aft to provide
( ( increased power from the gas generator and a reverse thrust
propeller blade angle) .
(
( A CAUTION
( To minimize propeller blade erosion or possible
( propeller blade damage, reverse thrust should
be used only when necessary to shorten the
( ground roll. Bringing the propeller out of
reverse before decelerating through
(
approximately 25 knots will minimize propeller
( erosion.
( CROSSWIND LANDING
(
For crosswind approaches, either the wing-low, crab or combination
( method may be used. A flap setting between 10° and 30° is
(
recommended. Use a minimum flap setting for the field length.
After touchdown, lower the nose wheel and maintain control. A
straight course is maintained with the steerable nose wheel,
ailerons, and occasional braking if necessary.
(
( BALKED LANDING

( In a balked landing (go-around) climb, the wing flap setting should

(
be reduced to 20° after takeoff power is applied. After all obstacles
are cleared and a safe altitude and airspeed are obtained, the wing
( flaps should be retracted.
(
AFTER ·SHUTDOWN
(
If dusty conditions exist or if the last flight of the day has been
( completed, install engine . inlet covers to protect the engine from
( debris. The covers may be installed after the engine has cooled
down (ITT indicator showing "off scale" temperature). Secure the
( propeller to prevent windmilling since no oil pressure is available for
(
engine lubrication when the engine is not running.

7 September 2001 4-49

For Trainine Purposes Only
 (
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 208 (675 SHP) (

COLD WEATHER OPERATION

Special cansideratian; shauld be given ta the aperatian of the "
airplane fuel system during the winter seasan .or priar ta any flight in
cald temperatures. Proper preflight draining .of the fuel system is
especially impartant and will eliminate any free water accumulatian.
The use .of an additive is required far Anti-ice pratectian. Refer ta (
Section 8 for informatianan the proper use of additives.
(
Cold weather often causes conditions which require special care (
priar to flight. Operating the elevatar and aileron trim tabs through
their full travel in both directians will assure smaoth operation by
reducing any stiffness in these systems caused by the cold weather
effects on system lubrication. Even small accumulations .of frost,
ice, .or snaw must be removed, particularly from wing, tail and all (
control surfaces to assure satisfactory flight perfarmance and
(
handling. Also, control surfaces must be free of any internal
accumulations of ice or snow.

The use of an external pre-heater reduces wear and abuse to the (

engine and the electrical system. Pre-heat will lower the viscosity of (
the oil trapped in the oil coaler, prior to starting iii extremely cald '
temperatures. . (
(
Use .of an APU is recommended when ambient temperatures are
belaw OaF (-18°C). , Assure that oil temperature is in the green arc (
(1 aoc to 99°C) priar to takeoff.
(
If snow or slush covers the takeoff surface, allowance must be made (
far takeoff distances which will be increasingly extended as the
snow or slush depth increases. The depth and consistency of this (
cover can, in .fact, prevent takeoff in many instances. (

(
' '-:::'::, ;-

4-50 1 April 1998

ForTraining Purposes Only
 CESSNA SECTION 4
MODEL 208 (675SHP) NORMAL PROCEDURES

HIGH ALTITUDE OPERATION

/-- - At altitudes above 20,000 feet, a compressor surge may be
( 1
\
"
experienced if engine power is very rapidly re-applied immediately
( after a power reduction. This characteristic is not detrimental to the
engine and can be eliminated completely by turning on cabin bleed
( heat to at least the one-half setting.
(
( ENGINE COMPRESSOR STALLS
(
An engine compressor stall may be noted by a single or multiple
( loud "popping" noise from the engine compartment. This situation
may be resolved by reducing the engine power to a point where the
( "popping" discontinues, and slowly advancing the throttle to the
( necessary setting for continued flight. The use of cabin bleed heat
may also help eliminate engine compressor stalls if this situation is
( encountered.
(

( NOISE CHARACTERISTICS
( Increased emphasis on improving the quality of our environment
(
requires renewed effort on the part of all pilots to minimize the
effect of airplane noise on the public.
(
We, as pilots, can demonstrate our concern for environmental
( improvement, by application of the following suggested procedures,
( and thereby tend to build public support for aviation:
( 1. Pilots operating aircraft under VFR over outdoor assemblies
of persons, recreational and park areas, and other noise-
sensitive areas should make every effort to fly not less than
2000 feet above the surface, weather permitting, even
though flight at a lower level may be consistent with the
provisions of government regulations.
2. During departure from or approach to an airport, climb after
takeoff and descent for landing should be made so as to
avoid prolonged flight at low altitude near noise-sensitive
areas.

29 September 1998 4-511

For Training Purposes Only
 SECTION 4 CESSNA (
NORMAL PROCEDURES MODEL 208 (675 SHP) (

(
NOTE
The above recommended procedures do not apply where (
they would conflict with Air Traffic Control clearances or (
instructions, or where, in the pilot's judgment, an altitude of
less than 2000 feet is necessary for him to adequately (
exercise his duty to see and avoid other aircraft. (

The certificated noise level for the Model 208 at 8000 pounds (
Imaximum weight is 79.0 d8(A). These measurements were obtained
using a takeoff profile. No determination has been made by the (
IFederal Aviation Administration that the nOise levels of this airplane (
are or should be acceptable or unacceptable for operation at, into,
or out of, any airport. (

(
(

(
(
(
(
(
(
(
(
(

\,

4·52 15 November 2000

For Training Purposes Only