Cessna Caravan I Pilot Client Guide PDF

CARAVAN CLIENT GUIDE
CE-208
CARAVAN I
PILOT CLIENT GUIDE
REV. 1.1
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
FOR TRAINING
PURPOSES ONLY
www.flightsafety.com
REVISION 1.1
Courses for the Caravan I are taught at the following

FlightSafety Learning Centers:
FlightSafety Wichita Cessna Learning Center
1951 Airport Road, Wichita, Kansas 67209
(800) 488-3214 or (316) 220-3100
FlightSafety Wichita East Pilot Center
9721 East Central Ave., Wichita, Kansas 67206
(800) 488-3747 or (316) 612-5300
NOTICE: These commodities, technology or software were

exported from the United States in accordance with the
Export Administration Regulations. Diversion contrary to
U.S. law is prohibited.

Publication history:
Rev. 1.0. . . . . . . . . . . . . . . . . . . . . July 2013
Rev. 1.1. . . . . . . . . . . . . . . . . . . January 2015

Copyright 2015 FlightSafety International, Inc.

Unauthorized reproduction or distribution is prohibited.
All rights reserved.
TABLE OF CONTENTS
CHAPTER 1 - INTRODUCTION............................................................................1-i
CHAPTER 2 - GROUND TRAINING......................................................................2-i
CHAPTER 3 - FLIGHT TRAINING.........................................................................3-i
CHAPTER 4 - TEST STANDARDS/REQUIRED KNOWLEDGE AREAS...............4-i
CHAPTER 5 - HANDOUTS....................................................................................5-i
REV. 1.1
FOR TRAINING PURPOSES ONLY
LEFT INTENTIONALLY BLANK
REV. 1.1
CHAPTER 1
INTRODUCTION
CONTENTS
INITIAL GROUND TRAINING SCHEDULE....................................................... 1-2

RECURRENT GROUND TRAINING SCHEDULE............................................ 1-3
INITIAL FLIGHT TRAINING SCHEDULE.......................................................... 1-4
RECURRENT FLIGHT TRAINING SCHEDULE............................................... 1-4
REV. 1.1
1-i
1-ii
REV. 1.1
Welcome to our training facility. We hope that your visit with us will be pleasant and
productive. We encourage you to take advantage of all training options available to
you during your stay.
To help ensure your successful completion of this initial course, we have provided
you with various training materials. These include:

Pilot Client Guide

Pilot Training Manual (PTM)
Memory Flashcards
Pilot Training Handbook (where applicable)
Instrument Panel Poster.
The Required Knowledge Areas (RKAs) found in chapter four of this guide are
concepts you need to know to fly this aircraft safely. We have based both the written
and oral examination questions on the RKAs. The Memory Flashcards contain
memory items and limitations for this aircraft. We recommend you study the RKAs,
and the Flashcards.
In addition to your scheduled course, please take advantage of our Pilot Enrichment
Courses during your stay. These courses are designed to increase overall pilot
knowledge and professional growth.
Once again, welcome to FlightSafety. We hope you enjoy your stay!
INITIAL GROUND TRAINING SCHEDULE
1-2
REV. 1.1
RECURRENT GROUND TRAINING SCHEDULE
REV. 1.1
1-3
INITIAL FLIGHT TRAINING SCHEDULE
RECURRENT FLIGHT TRAINING SCHEDULE
1-4
REV. 1.1
CHAPTER 2
GROUND TRAINING
CONTENTS
INITIAL GROUND TRAINING.................................................................................. 2-1

OBJECTIVE OF GROUND TRAINING............................................................. 2-1
CURRICULUM SEGMENT OUTLINE............................................................... 2-1
GENERAL OPERATIONAL SUBJECTS........................................................... 2-1
AIRCRAFT SYSTEMS...................................................................................... 2-1
SYSTEMS INTEGRATION................................................................................ 2-2
RECURRENT GROUND TRAINING........................................................................ 2-3
OBJECTIVE OF GROUND TRAINING............................................................. 2-3
GENERAL OPERATIONAL SUBJECTS........................................................... 2-3
AIRCRAFT SYSTEMS...................................................................................... 2-3
SYSTEMS INTEGRATION................................................................................ 2-4
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2-i
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REV. 1.1
INITIAL GROUND TRAINING

OBJECTIVE OF GROUND TRAINING
To provide pilots with the necessary training to become familiar with all information
concerning the aircrafts powerplant, major components and systems, major appliances,
performance and limitations, standard and emergency operating procedures, and the
contents of the approved aircraft flight manual or approved manual materials, placards,
and markings.
Completion Standards
A. Aircraft SystemsThe pilot must demonstrate adequate knowledge of the
aircraft systems, performance and flight planning by successfully completing a
written examination with a minimum score of 80%, that is corrected to 100%.
B. Systems IntegrationThe pilot must be able to describe, locate, and identify aircraft systems; and perform normal, abnormal, and emergency checklists.
CURRICULUM SEGMENT OUTLINE
The ground training curriculum segment outline is comprised of the following subject
areas: General Operational Subjects, Aircraft Systems, and Systems Integration.
General Operational Subjects
The subject of ground training, referred to as general operational subjects, includes

instruction on the following operational requirements:
A. Weight and Balance
B. Performance
C. Flight Planning
D. Approved Aircraft Flight Manual/Aircraft Operating Manual (As Appropriate)
E. Crew Resource Management (CRM)
F. FAR Part 91 Review
Aircraft Systems
A. Aircraft (General)
B. Electrical
C. Fuel
D. Powerplant
E. Fire Protection
F. Propeller
G. Landing Gear and Brakes
REV. 1.1
2-1

H. Flight Controls
I. Ice and Rain Protection
J. Pneumatics
K. Air Conditioning (If Applicable)
L. Oxygen
M. Lighting
N. Avionics
O. Master Warning
P. Systems Review, Examination, and Critique
Systems Integration
The training modules presented in the Systems Integration subject area provide the
pilot with instruction on aircraft systems interrelationships with respect to normal, abnormal and emergency procedures. Pilots will practice the elements of Crew Resource
Management as part of system integration training. Pilots will become familiar with the
cockpit layout, checklist, maneuvers and procedures. Lessons are normally conducted
in a cockpit procedures mockup, cockpit procedures trainer, or flight training device.
A. Systems Integration Module No. 1 - Aircraft Checklists/Normal Procedure/CRM
B. Systems Integration Module No. 2 - Abnormal/Emergency Procedures/CRM
C. Systems Integration Module No. 3 - Abnormal/Emergency Procedures/CRM
D. Systems Integration Module No. 4 - Abnormal/Emergency Procedures/CRM
E. Systems Integration Module No. 5 - Abnormal/Emergency Procedures/CRM
2-2
REV. 1.1
RECURRENT GROUND TRAINING

OBJECTIVE OF GROUND TRAINING
To provide pilots with the necessary training to become familiar with all information
concerning the aircrafts powerplant, major components and systems, major appliances,
performance and limitations, standard and emergency operating procedures, and the
contents of the approved aircraft flight manual or approved manual materials, placards,
and markings.
A. Aircraft SystemsThe pilot must demonstrate adequate knowledge of the
aircraft systems, performance and flight planning by successfully completing a
written examination with a minimum score of 80%, that is corrected to 100%.
B. Systems IntegrationThe pilot must be able to describe, locate, and identify aircraft systems; and perform normal, abnormal, and emergency checklists.
The ground training curriculum segment outline is comprised of the following subject
areas: General Operational Subjects, Aircraft Systems, and Systems Integration.
General Operational Subjects
The subject of ground training, referred to as general operational subjects, includes

instruction on the following operational requirements:
A. Weight and Balance
B. Performance
C. Flight Planning
D. Approved Aircraft Flight Manual/Aircraft Operating Manual (As Appropriate)
E. Crew Resource Management (CRM)
F. FAR Part 91 Review
Aircraft Systems
A. Aircraft (General)
B. Electrical
C. Fuel
D. Powerplant
E. Fire Protection
F. Propeller
G. Landing Gear and Brakes
REV. 1.1
2-3

H. Flight Controls
I. Ice and Rain Protection
J. Pneumatics
K. Air Conditioning (If Applicable)
L. Oxygen
M. Lighting
N. Avionics
O. Master Warning
P. Systems Review, Examination, and Critique
Systems Integration
The training modules presented in the Systems Integration subject area provide the pilot
with instruction on aircraft systems interrelationships with respect to normal, abnormal
and emergency procedures. Pilots will practice the elements of Crew Resource
Management as part of system integration training. Pilots will become familiar with
the cockpit layout, checklist, maneuvers and procedures. Systems integration training
is conducted in conjunction with the aircraft/flight simulator module briefings and
debriefings.
A. Systems Integration Module No. 1 - Aircraft Checklists/Normal Procedure/CRM
B. Systems Integration Module No. 2 - Abnormal/Emergency Procedures/CRM
2-4
REV. 1.1
CHAPTER 3
FLIGHT TRAINING
CONTENTS
INITIAL FLIGHT TRAINING CURRICULUM........................................................... 3-1
OBJECTIVE OF FLIGHT TRAINING................................................................ 3-1
COMPLETION STANDARDS............................................................................ 3-1
AIRCRAFT ORIENTATION AND NORMAL PROCEDURES............................ 3-1
ABNORMAL AND EMERGENCY PROCEDURES........................................... 3-1
RECURRENT FLIGHT TRAINING CURRICULUM................................................. 3-2
OBJECTIVE OF FLIGHT TRAINING................................................................ 3-2
COMPLETION STANDARDS............................................................................ 3-2
AIRCRAFT ORIENTATION AND NORMAL PROCEDURES............................ 3-2
REV. 1.1
3-i
3-ii
REV. 1.1
INITIAL FLIGHT TRAINING CURRICULUM

OBJECTIVE OF FLIGHT TRAINING
With the use of an approved flight simulator, cockpit checklist and appropriate
instrument approach and airport charts, the pilot will be able to accomplish a flight
review in accordance with 61.56. Training will include all maneuvers and procedures
which, at the direction of the instructor giving the review, are necessary for the pilot to
demonstrate the safe exercise of the privileges of the pilot certificate.
The pilot completes the flight review, and the instructor certifies in the flight simulator
training record and endorses the pilot log book.
This curriculum accomplishes the 61.56 requirements to qualify the flight crewmember
for service in the duty position after completion of the required training. The flight
review will be conducted in accordance with the Private Pilot Practical Test Standard,
Commercial Pilot Practical Test Standards, Instrument Rating Practical Test Standard, or
Airline Transport Pilot and Aircraft Type Rating Practical Test Standards, as applicable.

Aircraft Orientation And Normal Procedures
This training provides instruction to develop the skill to maneuver the aircraft with
and without the automatic flight control system. The pilot will become proficient in the
use of normal checklists, standard operating procedures, precision approaches, and
nonprecision approaches.
Abnormal And Emergency Procedures
This training provides instruction to introduce and practice selected abnormal and
emergency procedures. In order to provide FlightSafety customers with flight simulator
exercises, useful in some circumstances, FlightSafety has included flight simulator
training events in this training program addressing unusual attitudes which can
be conducted within the defined envelope of flight simulator operation. When a
manufacturer provides predictable data from the aircraft and that data is programmed
into the flight simulator, FlightSafety will train to the manufacturers recommended
procedure for recognition, and recovery from unusual attitudes.
Excursion outside of this defined envelope cannot be considered as representing the
behavior of the actual aircraft. Demonstrations of maneuvers outside of the defined flight
simulator operating envelope may be conducted at the discretion of the Center Manager
with the caveat that such demonstrations represent our best opinion of aircraft behavior,
but cannot be considered accurate.
REV. 1.1
3-1
RECURRENT FLIGHT TRAINING CURRICULUM

OBJECTIVE OF FLIGHT TRAINING
With the use of an approved flight simulator, cockpit checklist and appropriate
instrument approach and airport charts, the pilot will be able to accomplish a flight
review in accordance with 61.56. Training will include all maneuvers and procedures
which, at the direction of the instructor giving the review, are necessary for the pilot to
demonstrate the safe exercise of the privileges of the pilot certificate.
The pilot completes the flight review, and the instructor certifies in the flight simulator
training record and endorses the pilot log book.
This curriculum accomplishes the 61.56 requirements to qualify the flight crewmember
for service in the duty position after completion of the required training. The flight
review will be conducted in accordance with the Private Pilot Practical Test Standard,
Commercial Pilot Practical Test Standards, Instrument Rating Practical Test Standard, or
Airline Transport Pilot and Aircraft Type Rating Practical Test Standards, as applicable.

Aircraft Orientation And Normal Procedures
This training provides instruction to develop the skill to maneuver the aircraft with
and without the automatic flight control system. The pilot will become proficient in the
use of normal checklists, standard operating procedures, precision approaches, and
nonprecision approaches.
Abnormal And Emergency Procedures
This training provides instruction to introduce and practice selected abnormal and
emergency procedures. In order to provide FlightSafety customers with flight simulator
exercises, useful in some circumstances, FlightSafety has included flight simulator
training events in this training program addressing unusual attitudes which can
be conducted within the defined envelope of flight simulator operation. When a
manufacturer provides predictable data from the aircraft and that data is programmed
into the flight simulator, FlightSafety will train to the manufacturers recommended
procedure for recognition, and recovery from unusual attitudes.
Excursion outside of this defined envelope cannot be considered as representing the
behavior of the actual aircraft. Demonstrations of maneuvers outside of the defined flight
simulator operating envelope may be conducted at the discretion of the Center Manager
with the caveat that such demonstrations represent our best opinion of aircraft behavior,
but cannot be considered accurate.
3-2
REV. 1.1
CHAPTER 4
TEST STANDARDS/REQUIRED KNOWLEDGE AREAS
CONTENTS
PRACTICAL TEST STANDARDS (PTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

FLIGHT CREW LICENSING (FCL) CERTIFICATION SPECIFICATIONS
PART FCL AND JAR FCL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
REQUIRED KNOWLEDGE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
AIRCRAFT GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
MASTER WARNING SYSTEM/CREW ALERTING . . . . . . . . . . . . . . . . . . . . . . 4-4
FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
POWERPLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
FIRE PROTECTION/FIRE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
PNUEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
LANDING GEAR AND BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
AVIONICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
GENERAL LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
ENGINE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
SYSTEM LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
MEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
FLIGHT PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
FLIGHT MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
GROUND SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
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REV. 1.1
PRACTICAL TEST STANDARDS

(PTS)AND FLIGHT CREW LICENSING
(FCL) CERTIFICATION SPECIFICATIONS
PRACTICAL TEST STANDARDS (PTS)
Course standards are in accordance with the appropriate Pilot Test Standards for the
level of the certificate.
SATISFACTORY PERFORMANCE
1. Perform the TASK in the specified AREA OF OPERATION within appropriate approved standards (see below).
2. Demonstrate mastery of the aircraft with the successful outcome of each TASK never seriously in doubt.
3. Demonstrate satisfactory proficiency and competency within the approved standards and
single-pilot competence if the aircraft is type certificated for single-pilot operations.
4. Demonstrate sound judgment and single pilot resource management (SRM)/crew resource
management (CRM).
UNSATISFACTORY PERFORMANCE
Consistently exceeding tolerances as stated in the TASK objective or failure to take prompt,
corrective action when tolerances are exceeded.
PRACTICAL TEST STANDARDS ACCESS
Access the FAA Pilot Practical Test Standards page:

http://www.faa.gov/training_testing/testing/test_standards/
then click on or search the appropriate links for
Airline Transport Rating (ATP)
Commercial Pilot
Instrument Rating
REV. 1.1
4-1
FLIGHT CREW LICENSING (FCL) CERTIFICATION SPECIFICATIONS

PART FCL AND JAR FCL
PASS MARKS
The applicant shall pass all required sections of the skill test or proficiency check and demonstrate the flight test tolerance abilities outlined in the applicable Part FCL.
PART FCL AND JAR FCL ACCESS
For Part FCL, go to the EASA website link for FCL Organisations Approvals:
http://easa.europa.eu/fcl-organisations-approvals
then click on the link for Aircrew Regulation Commission Regulation (EU) No 1178/2011 =
Part FCL:
http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2011:311:0001:0193:EN:PDF
Flight Test Tolerances are in Part FCL, Appendix 9, Training, skill test and proficiency
check for MPL, ATPL, type and class ratings and proficiency check for IRs.
B. Specific requirements for aeroplane category starts on page 116.
C. Specific requirements for helicopter category starts on page 138.
For JAR FCL historical records, go the JAA Publications & NPAs website link for JARs >
Section 1:
http://www.jaa.nl/publications/section1.html
then go to the section titled Licensing and click on the appropriate link:
JAR-FCL 1 Flight Crew Licensing (Aeroplane)
JAR-FCL 2 Flight Crew Licensing (Helicopter)
4-2
REV. 1.1
REQUIRED KNOWLEDGE AREAS (RKA)

The required knowledge areas represent what each pilot should know and understand prior to
completion of training. These are divided into subject matter areas following the course curriculum and will assist with the study process. Although this list contains the most critical areas of
concentration, it is only a basic guide and not intended to replace a comprehensive study of the
course materials.
AIRCRAFT GENERAL
1. The height from the ground to the top of
the tail is 15 5.5.
2. The Caravan is equipped with a 24 volt
lead acid or NiCad battery.
3. There are 22 total static wicks installed
on the Caravan.
4. It is recommended that a GPU be used
for engine starts when the ambient air
temperature is below 0C.
ELECTRICAL
1. The Caravan electrical system provides
DC power for aircraft electrical devices.
2. The electrical power sources in the Caravan are the battery, an engine driven
starter-generator and an optional engine
driven alternator.
3. The battery is located on the front right
side of the firewall and features a quick
disconnect capability.
4. The battery switch, located on the left
sidewall switch panel, will supply battery
power to the two general buses when
placed in the ON position.
5. The OFF position of the battery cuts power to all buses except the battery bus.
6. The battery bus energizes continuously
for memory keep-alive, clock and cabin/
courtesy light functions.
REV. 1.1
7. The dual purpose starter-generator acts

as a motor during engine start and as a
generator after starting.
8. A generator control unit provides for automatic starter cutoff at 46% Ng, voltage
regulation, high voltage and reverse
current protection.
9. The generator provides 28 volts of DC
power to the aircraft electrical components.
10. With external power connected to the aircraft and the EXTERNAL POWER switch
in the BUS position, external power is
applied to the power distribution bus.
11. With external power connected to the aircraft and the EXTERNAL POWER switch
in the STARTER position, external power
is applied to the starter circuit only.
12. An interlock between the MOTOR position of the STARTER switch and the
IGNITION switch prevents the starter
from motoring unless the IGNITION is in
the NORM position.
13. The red VOLTAGE LOW annunciator
illuminates when the battery bus voltage
is below 24.5 volts.
14. The red GENERATOR OFF annunciator
illuminates if the GCU de-energizes the
generator contactor.
15. An optional 75 amp belt-driven alternator
is available as a back-up power source in
the event of a generator failure.
4-3

16. Monitor total amperage supplied from
the standby electrical system on the volt/
ammeter by placing the selector switch in
the ALT position.
17. If annunciators are illuminated after shutdown, ensure standby power is OFF.
LIGHTING SYSTEMS
1. Because of the relatively short service life
of the landing lights, it is recommended
that the taxi/recog lights be used in the
traffic patter or enroute.
2. In G600 equiped aircraft, rotating the DISPLAYS dimmer knob cockwise increases the intensity of the Garmin displays.
Rotating it counterclockwise dims the
displays. Rotating the knob fully counterclockwise (to the DAY position) causes
the intensity to be set automatically in
response to photocell sensors.
3. The cabin lights and courtesy lights are
controlled by a toggle switch on the
instrument panel, a rocker switch just
forward of the cargo door and a rocker
switch just forward of the airstair door.
Actuating any of those three switches
turns on the cabin lights regardless of
the corresponding position of the other
switches.
4. The large ENG INST knob varies the
intensity of the dimmable lamps on the
annunciator panel.
MASTER WARNING SYSTEM
3. A green annunciator indicates a normal or

safe condition and requires no corrective
action.
4. The Low Airspeed Awareness annunciator flashes and the stall horn activates
below 110kts with the prop heat in AUTO
mode (boots) or with the pitot heat ON
(TKS).
5. Activating the LAMP TEST switch should
illuminate all annunciators and activate
both fuel-selector-off warning horns.
6. The stall horn activates 5-10kts prior to
stall.
FUEL
1. Fuel flows by gravity from the shutoff
valves in each tank to the fuel reservoir.
2. The reservoir maintains a supply of fuel
around the ejector pump and boost pump
to prevent pump cavitation in low-fuel
situations.
3. The boost pump provides fuel flow during
engine start and also in the event of an
ejector pump failure.
4. The fuel filter, located on the forward
side of the firewall, has a red bypass flag
that will extend in the event that the filter
becomes clogged.
5. The fuel filter should be checked before
and after every flight to verify that the
bypass flag is not extended.
1. A red annunciator indicates a hazardous

situation which requires immediate pilot
action.
6. The only ventilation for the fuel system

is through vent lines which protrude from
the trailing edge of the wingtips.
2. An Amber annunciator indicates a cautionary condition that may not require

immediate pilot corrective action.
7. An amber FUEL LOW annunciator for

each tank will illuminate when the fuel in
the respective tank is 25 gallons or less.
4-4
REV. 1.1

8. The RESERVOIR FUEL LOW annunciator illuminates when the reservoir drops
to approximately half full which is enough
fuel for 90 seconds of engine operation at
max continuous power.
9. The amber FUEL PRESS LOW annunciator illuminates when low pressure is
detected in the fuel system indicating a
possible blockage, ejector pump failure or
leak.
10. The fireproof drain-can must be emptied
once a day or every six engine shutdowns.
POWERPLANT
1. The Caravan is powered by a PT6A-114A
engine rated at 675 shp.
2. The accessory gearbox, located on the
rear of the engine, contains an integral oil
reservoir, oil pumps, an engine fuel pump,
optional alternator, and a starter-generator.
3. The ignition system will be energized
continuously with the IGNITION switch in
the ON position.
4. The following are situations that require
the use of the ON position of the IGNITION:
a. Airstarts without starter assist
b. Operation on water covered
runways
c. Flight during heavy precipitation
d. Inadvertent icing encounters
e. Near fuel exhaustion
5. The following situations require the use of
the inertial separator:
a. In visible moisture with an OAT
of 5C or less
6. The inertial separator should remain in

the BYPASS position after an icing encounter until after landing, shutdown and
inspection (TKS).
7. The amber CHIP DETECTOR annunciator illuminates when metal chips are present in either one or both chip detectors.
8. The propeller reversing linkage can be
damaged if the power lever is moved aft
of the IDLE position when the propeller is
feathered.
9. The emergency power lever allows the
pilot to restore power in the event of a
pneumatic failure in the fuel control unit.
Evidence of this failure is an uncommanded power reduction to idle (approximately
48% Ng).
10. Operation of the emergency power lever
is prohibited when the primary power
lever out of the idle position.
11. If the fuel condition lever is unintentionally moved below the LOW IDLE position,
allow the engine to complete its shutdown
sequence then proceed with a normal
start.
12. If no ITT rise is observed within 10 seconds after moving the FUEL CONDITION
lever to LOW IDLE, or ITT rapidly approaches 1,090C, move the CONDITON
lever to CUTOFF and perform the engine
clearing procedure.
13. To check for proper operation of the overspeed governor, press the OVERSPEED
GOVERNOR switch and advance the
power lever until prop rpm stabilizes.
Prop rpm should not exceed 1,750 60.
b. Ground operations on dusty or

sandy fields
REV. 1.1
4-5

FIRE PROTECTION/FIRE WARNING
SYSTEM
1. The engine fire detection system consists
of a flexible closed loop heat sensor. If
an over temperature situation occurs, a
change in resistance is created which
lights the ENGINE FIRE annunciator and
sounds the fire bell.
2. A successful test of the fire-detection circuitry using the FIRE DETECT TEST button is indicated by the illumination of the
ENGINE FIRE annunciator and sounding
of the fire bell.
3. The CABIN HEAT FIREWALL SHUTOFF
knob located on the lower right side of
the pedestal actuates two firewall shutoff
valves which provide protection to the
occupants in the event of an engine fire.
1. Bleed air from the engine compressor

section is used for cabin heating, vacuum
powered gyros, and de-ice boot operation
(if equipped).
2. A reading on the suction gauge outside of
the green arc indicates a possible system
malfunction.
3. Illumination of the VACUUM LOW annunciator alerts the pilot to check the suction
gauge and expect possible erroneous
gyro instrument indications.
ICE AND RAIN PROTECTION

1. The following items must be installed and
operational in order to fly into known or
forecast icing in an aircraft equipped with
the de-ice boots:
a. Leading edge boots on the
wing, wing strut, horizontal &
vertical stabilizer, cargo pod &
gear struts if equipped
4-6
d. Pitot heat
e. Standby electrical system
f. Inertial separator
g. Stall heat
h. Low airspeed awareness
system
2. The following items must be installed and
operational in order to fly into known or
forecast icing in an aircraft equipped with
TKS:
a. Leading edge porous panels on
the wing, wing strut, horizontal
& vertical stabilizer
b. Prop slinger
c. Windshield spray bar
d. Alternate static source
e. Pitot heat
PNEUMATICS
b. Prop anti-ice boots
c. Windshield anti-ice panel
f. Wing inspection light

g. Generator
h. Standby electrical system
i. Windshield ice detector light
j. Inertial separator
k. Heater and defroster
l. Stall heat
m. Low airspeed awareness system
n. McCauley prop
o. Cargo pod
3. The DE-ICE PRESSURE annunciator
should illuminate three separate times
when using the boots in AUTO mode,
indicating there is proper pressure in the
system.
4. With the Prop Heat in AUTO, the needle
on the Prop Anti-Ice Ammeter should
spike to the green arc for 90 seconds
then drop to zero for 90 seconds indicating all three blades are receiving the
proper amount of power to heat.
REV. 1.1

5. If the prop heat fails in the AUTO position,
the MANUAL position can be used while
exiting icing. Do not hold the switch in
the MANUAL position for more than 90
seconds to prevent run-back icing on the
unprotected part of the prop.
6. The sight glass on the TKS tank is the
only approved method for verifying the
fluid level is at or above the minimum
dispatch level of 11.7 gallons.
7. In boot equipped aircraft, the Low Airspeed
Awareness system is active any time the
prop heat is in the AUTO position. The
system alerts the pilot via an annunciator
and horn anytime the speed falls below 110
knots.
8. In TKS equipped aircraft, the Low Airspeed
Awareness system is active any time the
pitot heat is ON. The system alerts the
pilot via an annunciator and horn anytime
the speed falls below 97.5 2 knots.
9. Illumination of the red WARN annunciator
on TKS equipped aircraft indicates low
pressure in the system. Possible causes would be lack of fluid, empty tank, or
ruptured line.
10. Illumination of the amber CAUT annunciator on TKS equipped aircraft indicates
high pressure in the system (possible filter
blockage) or low fluid remaining (approximately 2 gallons).
11. The following are endurance levels with a
full (20.8 gallons) tank of fluid:
a. Primary NORM 3 hours, 25
minutes
b. Primary HIGH 1 hour, 20
minutes
c. MAX FLOW AIRFRAME 40
minutes
12. Do not run the windshield pump continuously for more than 10 seconds, and
allow at least 10 seconds between operations.
AIR CONDITIONING
1. The minimum Ng for air conditioning operation while on the ground is 54%.
2. Under extremely hot OAT or high elevation conditions, the ITT may exceed 685
C at idle with the air conditioning ON.
Advance the condition lever toward HIGH
IDLE to maintain ITT within limits.
3. Operation of the air conditioning may
cause compass deviation of more than
10.
4. For cabin heat, use the ON position of
the BLEED AIR HEAT switch and turn
the TEMP selector knob fully clockwise.
Slowly turn the knob counterclockwise
to decrease bleed-air flow to the desired
amount.
5. The MIXING AIR knob must be pushed in
for flight, otherwise the system may overtemp and shut down.
LANDING GEAR AND BRAKES

1. Rudder pedals mechanically steer the
nose gear through an arc of approximately 15 each side of center.
2. The nose gear is equipped with a
frangible stop which breaks off if the
nose wheel exceeds the tow limits. This
exceedance causes damage to the nose
gear.
3. The brake fluid reservoir is located on the
left side of the engine compartment and
fluid level must be maintained between
the MIN and MAX line.
d. BACKUP 1 hour, 20 minutes
REV. 1.1
4-7

4. The following are symptoms of impending
brake failure:
a. Gradual decrease in braking
action after brake application
b. Noise or dragging brakes
c. Soft or spongy pedals
d. Excessive travel and weak
braking action
FLIGHT CONTROL SYSTEMS

1. The crew can disengage the autopilot by
one of three ways:
a. Pressing the AP button on the
autopilot flight control system
(AFCS) panel.
b. Pressing the AP TRIM DISC
switch on the control yoke
c. Commanding pitch trim
2. Rudder locks must be disengaged prior
to towing to prevent damage to the nose
wheel steering.
3. If the use of the Standby Flap system
is necessary, actuation of the Standby
Flap Motor UP-DOWN switch should be
terminated prior to the flaps reaching the
full up or down position. There are not
limit switches or dynamic braking with the
standby flap system.
4. The autopilot must be disengaged when
using the Standby Flap system.
AVIONICS
1. The left pitot static system is equipped
with a static-pressure alternate source
valve located below the DEICE/ANTI-ICE
switch panel.
2. The left and right pitot-static tubes supply
air information to their on-side pitot static
instruments.
3. Non G600 aircraft have a vacuum powered attitude indicator on the pilots side
4-8
and an electrically powered HSI. The

co-pilots side attitude indicator is electrically powered and the DG is vacuum driven.
4. G600 equipped aircraft have an electrically powered standby attitude indicator.
5. G600 equipped aircraft have one ADC
which provides data for airspeed, altimeter and VSI.
6. G600 equipped aircraft have 2 AHRS
units which combines the functions of an
attitude gyro, directional gyro and turnand-slip instrument.
OXYGEN SYSTEM
1. The oxygen bottle is located in the tail
cone with the filler port on the left rear of
the fuselage.
2. There is only one oxygen pressure gauge
for the system mounted on the overhead
panel. The pressure in the bottle must be
sufficient for the duration of the flight that
oxygen will be necessary.
3. If the pressure in the bottle indicates in
the yellow arc on the gauge, the bottle must be refilled or there may not be
enough pressure to deliver the oxygen to
the masks.
4. The use of quick-don type masks is prohibited in systems not designed to handle
those types of masks
GENERAL LIMITATIONS
1. Maximum operating speed 175 KIAS
2. Maneuvering speed 148 KIAS at
MTOW
3. Maximum flap extended speeds
a. 0 to 10 - 175 KIAS
b. 10 to 20 - 150 KIAS
c. 20 to 30 - 125 KIAS
REV. 1.1

4. Maximum flap approved for takeoff: 20
5. Maximum flap approved for landing: 30
6. Maximum window open speed: 175 KIAS
7. Maximum bank angle: 60
8. Aerobatic maneuvers, including spins,
are not approved.
9. One pilot required in the left seat.
10. Max operating altitude: 25,000 ft
11. Max operating altitude in icing or with ice
on the aircraft: 20,000 ft
12. Maximum number of passengers: 9
13. Type II, III or IV takeoff limitations: flaps
0, rotate at 83 KIAS
14. Flight into freezing rain or freezing drizzle
is prohibited.
15. The minimum and maximum OAT for
flight is -54 and ISA +35 respectively.
ENGINE LIMITATIONS
1. Minimum oil temperature for engine start:
-40C
2. Maximum ITT during engine start:
1,090C for 2 seconds
3. Maximum ITT for takeoff: 805C for 5
minutes
4. Maximum ITT in cruise: 740C
5. Maximum transient ITT: 850C for 2 seconds
6. Maximum normal operations Ng: 101.6
7. Maximum transient Ng: 102.6 for 2 seconds
REV. 1.1
8. For takeoff, oil temperature and pressure

must be in the green arc
9. Maximum torque for takeoff is found in
the performance chart in section 5.
10. Maximum torque for cruise found in the
performance chart in section 5.
11. Oil level must be within 1.5 quarts of the
MAX HOT or MAX COLD (as appropriate)
on the dipstick. Accurate oil level should
be read from the HOT line if within 10
minutes of shutdown, or from the COLD
line if the first flight of the day.
12. The oil system is pressurized therefore it
is necessary to verify that the dipstick is
seated properly and latched down.
SYSTEM LIMITATIONS
1. Minimum battery voltage for battery start
- 24 Volts.
2. Minimum battery voltage for GPU start 20 Volts.
3. Maximum load on the generator - 200
amps.
4. Maximum load on the alternator - 75
amps up to 21,000 ft. Decrease max
amps by 5 amps for each 1,000 over
21,000.
5. Starter cycle limits, battery start - 30 seconds on, 60 seconds rest. After the third
attempt, rest 30 minutes.
6. Starter cycle limits, GPU start - 20 seconds on, 120 seconds rest. After the third
attempt, rest 60 minutes.
7. Total fuel capacity - 335.6 gallons
8. Usable fuel capacity - 332 gallons
4-9

9. The use of AVGAS is approved in an
emergency situation but not for more than
150 hours in one overhaul period.
10. Maximum fuel imbalance.200 pounds
c. Cabin fire in flight

d. Wing fire
e. Cabin fire during ground
operations
f. Engine fire during start on the
ground
11. Due to possible fuel starvation, maximum

full rudder side slip duration time is 3
minutes.
3. Inadvertent Icing Encounter
12. When the takeoff torque setting per the

Torque for Takeoff chart is less than 1,865
ft. lbs., the air conditioner must be OFF
for takeoff and landing.
4. Fuel malfunctions
a. Fuel control unit malfunction
in the pneumatic or governor
section
13. At altitudes where Max Allowable Cruise

torque is less than 1,865 ft. lbs., reduce
this setting by an additional 40 ft. lbs.
when the air conditioner is operating.
MEL
1. A total of 5 static wicks may be missing
from the aircraft, no more than one from
each surface, and the outer most wick on
each surface may never be missing.
2. The suction gauge on the upper left
side of the instrument panel is required
equipment for IFR flight.
EMERGENCY PROCEDURES
The following procedures have associated
memory items:
1. Engine malfunctions:
a. Engine failure during takeoff roll
b. Engine failure immediately after
takeoff
c. Engine failure during flight
d. Engine flameout during flight
e. Starter contactor does not disengage after engine start
2. Smoke and Fire
a. Engine fire in flight
b. Electrical fire in flight
4-10
b. Loss of fuel pressure

c. Fuel flow interruption to fuel
reservoir
d. Fuel tank selectors off during
engine start
e. Fuel level low with single tank
selected
5. Asymmetric flap extension or retraction
PERFORMANCE
Be familiar with the use and function of the
following charts:
1. Torque for takeoff
2. Torque for climb
3. Torque for cruise
4. Takeoff distance
5. Landing distance
6. Stall speeds with forward and rearward
CG at various bank angle and flap setting
7. Climb gradient
8. Rate of climb
9. Time, fuel and distance to climb and
descend
REV. 1.1

4. When operating in OATs below 0C an
anti-icing additive (EGME or DIEGME)
must be added to the fuel.
10. Taxi fuel on flight planning
FLIGHT PLANNING
1. Calculate fuel consumption from departure airport to destination airport and
potential alternate airport.
FLIGHT MONITORING
1. If the power setting found on the Torque
for Takeoff chart is not achievable without
exceeding other limits (ITT or NG), the
flight must be aborted.
5. It is the pilots responsibility to make sure

that the aircrafts fuel supply is clear of
any contaminates. Carefully sample fuel
from all drain locations during preflight
and after every refueling.
2. If fuel burn exceeds the expected, refer to

the appropriate chart in Section 5
WEIGHT AND BALANCE

1. Max ramp weight 8,785 lbs.
2. Max TO weight 8,750 lbs.
3. Max landing weight 8,500 lbs.
4. Max weight for flight into known icing
8,550 lbs for booted aircraft with cargo
pod
5. Determine ramp weight & CG location
with given passenger and cargo loads.
6. Determine takeoff weight & CG location
7. Determine landing weight & CG location
GROUND SERVICING
1. When towing the aircraft by hand, do not
push or pull the aircraft using the propeller blades or control surfaces.
2. Do not mix brands or types of oils.
3. Total oil capacity is 14 quarts of which
approximately 9.5 quarts can be drained.
REV. 1.1
4-11
4-12
REV. 1.1
CHAPTER 5
HANDOUTS
MEMORY ITEMS AND LIMITATIONS............................................................... 5-1
REV. 1.1
5-i
Cessna Caravan I Memory Items and Limitations

Based on Rev. 1.1 of Memory Flash Cards
ENGINE FAILURE DURING

TAKEOFF ROLL
1. POWER Lever .............................................. BETA range.
2. Brakes .................................................................. APPLY.
(Model 208)
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed ............................................................ 85 KIAS
(Model 208B)
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed .................................... 85 KIAS with 20 flaps
ENGINE FAILURE DURING FLIGHT
1.
2.
3.
4.
Airspeed ........................................................... 95 KIAS.

POWER Lever ......................................................... IDLE.
Propeller Control Lever ................................. FEATHER.
FUEL Condition Lever ...................................... CUTOFF.
ENGINE FLAMEOUT DURING FLIGHT
1. If Gas Generator Speed (Ng) is above 50%:

A. POWER Lever ..................................................... IDLE.
B. Ignition Switch...................................................... ON.
2. If Gas Generator Speed (Ng) is Below 50%:
A. FUEL Condition Lever ................................... CUTOFF.
ENGINE FIRE IN FLIGHT
(Red ENGINE FIRE Annunciator ON Or OFF)
1.
2.
3.
4.
5.
Power Lever ........................................................... IDLE.

Propeller Control Lever ................................. FEATHER.
Fuel Condition Lever........................................ CUTOFF.
Fuel Shuto ............................................................ OFF.
Cabin Heat Firewall Shuto Control ............... PULL OFF.
1.
2.
3.
4.
5.
6.
Battery Switch ........................................................ OFF.

Generator Switch .............................. TRIP and release.
Standby Power Switch (if installed) ........................ OFF.
Vents...................................... CLOSED (to avoid drafts).
Bleed Air Heat Switch .............................................. OFF.
Fire Extinguisher ...................... ACTIVATE (if available).
Battery Switch ......................................................... OFF.

Generator Switch ............................... TRIP and release.
Vents ..................................... CLOSED (to avoid drafts).
Bleed Air Heat Switch ............................................. OFF.
Fire Extinguisher ........................................... ACTIVATE.
1.
2.
3.
4.
5.
6.
1.
2.
3.
4.
5.
6.

Vents ...................................... CLOSED (to avoid drafts)
Fire Extinguisher ...................... ACTIVATE (if available).
Power Lever .......................................................... IDLE.

Brakes ..................................................... AS REQUIRED.
Propeller Control Lever .................................. FEATHER.
Fuel Condition Lever ........................................ CUTOFF.
Battery Switch ........................................................ OFF.
Airplane ....................................................... EVACUATE.
1.
2.
3.
4.
5.
6.
(Model 208)
WING FIRE
1.
2.
3.
4.
5.
6.
Pitot/Static Heat Switch .......................................... OFF.

Stall Heat Switch ..................................................... OFF.
Strobe Lights Switch ............................................... OFF.
Navigation Lights Switch ......................................... OFF.
Landing and Taxi Light Switches ............................. OFF.
Radar (if installed)................................................... OFF.
1.
2.
3.
4.
5.
6.
7.
(Model 208B)
WING FIRE
Pitot/Static Heat Switch .......................................... OFF.
Stall Heat Switch ..................................................... OFF.
Strobe Lights Switch ............................................... OFF.
Navigation Lights Switch ......................................... OFF.
Landing and Taxi Light Switches ............................. OFF.
Radar (if installed)................................................... OFF.
Ventilation Fans (if installed) .................................. OFF.
1. Fuel Tank Selectors ...................... LEFT ON, RIGHT ON.

2. Ignition Switch ......................................................... ON.
3. Fuel Boost Switch .................................................... ON.
FUEL TANK SELECTOR OFF DURING ENGINE START

(Red FUEL SELECT OFF Annunciator On And Both
Fuel Selector Warning Horns Activated)
1. Left and Right Fuel Tank Selectors ......................... ON.
1. Fuel Condition Lever ........................................ CUTOFF.

2. Fuel Boost Switch ................................................... OFF.
3. Starter Switch ................................................... MOTOR.
FUEL LEVEL LOW WITH SINGLE TANK SELECTED

(Red FUEL SELECT OFF And Amber LEFT
Or RIGHT FUEL LOW Annunciators On And
Fuel Selector Warning Horn Activated)
INADVERTENT ICING ENCOUNTER

(Model 208B)
CABIN FIRE
Vents ...................................... CLOSED (to avoid drafts)
Fire Extinguisher ........................................... ACTIVATE.
FUEL FLOW INTERRUPTION TO FUEL RESERVOIR

(Red RESERVOIR FUEL LOW Annunciator On)
ENGINE FIRE DURING

START ON GROUND
(Red ENGINE FIRE Annunciator ON or OFF)
(Model 208)
CABIN FIRE
(Model 208)
ELECTRICAL FIRE IN FLIGHT
1.
2.
3.
4.
5.
6.
CABIN FIRE DURING

GROUND OPERATIONS
(Model 208B)
ELECTRICAL FIRE IN FLIGHT
1.
2.
3.
4.
Ignition Switch ......................................................... ON.

Inertial Separator ............................................. BYPASS.
PITOT/STATIC, STALL, WINDSHIELD, PROP ANTI-ICE .... ON.
IF ABOVE 20,000 FEET:
A. Airspeed ................................... 160 KIAS Maximum.
B. Altitude .......................... DESCEND to 20,000 feet or
Below as soon as practical.
5. Turn back or change altitude to obtain an outside
air temperature that is less conducive to icing.
STATIC SOURCE BLOCKAGE

(Erroneous Instrument Reading Suspected)
1. Static Pressure Alternate Source Valve . PULL FULL ON.
FUEL CONTROL UNIT

MALFUNCTION IN THE PNEUMATIC
OR GOVERNOR SECTIONS
(Engine Power Falls Back To Idle)
1. POWER Lever ........................................................ IDLE.
2. Emergency Power Lever.......... AS REQUIRED (maintain
65% Ng minimum during flight).
LOSS OF FUEL PRESSURE

(Amber FUEL PRESS LOW Annunciator On)
1. Fuel Boost Switch .................................................... ON.
CESSNA CARAVAN I MEMORY ITEMS AND LIMITATIONS- FOR TRAINING PURPOSES ONLY
1. Left and Right Fuel Tank Selectors ............................ ON

(turning both fuel tank selectors ON will extinguish
the red FUEL SELECT OFF annunciator and silence
the warning horn).
ASYMMETRIC FLAP EXTENSION OR SUDDEN FLAP
RETRACTION ON ONE SIDE
1. Apply aileron and rudder to stop the roll.
2. Flap Selector ............................................................. UP.
3. Airspeed ............................... SLOW to 100 KIAS or less
BATTERY TEMPERATURE HIGH
(Amber BATTERY HOT Annunciator On)
(Ni-Cad Battery Equipped Airplanes Only)
1. Battery Switch ........................................................ OFF.
BATTERY OVERHEATED
(Red BATTERY OVERHEAT Annunciator On)
(Ni-Cad Battery Equipped Airplanes Only)
1. Battery Switch ............................................ CHECK OFF.
STARTER CONTACTOR DOES NOT
DISENGAGE AFTER ENGINE START
(Amber STARTER ENERGIZED Annunciator On)
1. Battery Switch ........................................................ OFF.
2. Auxiliary Power Unit ................. OFF, then DISENGAGE.
3. Fuel Condition Lever ........................................ CUTOFF.
Rev. 1.1
POWER PLANT LIMITATIONS

Engine Starting Cycle Limits
LIMITATIONS
VMO
VA
VMO
VA
(208) AIRSPEED LIMITATIONS

(and their operational significance)
SPEED
KCAS KIAS
REMARKS
Maximum
175
175
Do not exceed this
Operating
speed in any operation.
Speed
Maneuvering
Do not make full or
Speed:
abrupt control
8000 Pounds 150
150
movements above this
6300 Pounds 133
134
speed.
4600 Pounds 114
115
(208B) AIRSPEED LIMITATIONS
SPEED
KCAS KIAS
REMARKS
Maximum
175
175
Do not exceed this
Operating
speed in any operation.
Speed
Maneuvering
Speed:
Do not make full or
8750 Pounds 148
148
abrupt control
7500 Pounds 137
137 movements above this
6250Pounds 125
125
speed.
5000 Pounds 112
112
VFE
POWER SETTING
Takeo
Maximum Climb
Maximum Cruise
Idle
Maximum
Reverse (5)
Transient
Starting
Maximum Rated (8)
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 - 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 - 60 minutes OFF.

Repeat the above cycle as required.
WEIGHT LIMITS
(208)
Maximum Ramp Weight ........................... 8035 Pounds
Maximum Takeo Weight ........................ 8000 Pounds
Maximum Landing Weight ........................ 7800 Pounds

(208B)
Maximum Ramp Weight ........................... 8785 Pounds
Maximum Takeo Weight ........................ 8750 Pounds
Maximum Landing Weight ........................ 8500 Pounds

FLAP LIMITATIONS
AIRSPEED LIMITATIONS
SPEED
KCAS
KIAS
REMARKS
Maximum Flap
Extended
Do not exceed
Speed:
these speeds with
0-10 Flaps
175
175
the given flap
10-20 Flaps
150
150
settings.
20-30 Flaps
125
125
Maximum
175
175
Do not exceed this
Open Window
speed with window
Speed
open.
FUEL LIMITATIONS
Approved Takeo Range .................................. 0 to 20

Approved Landing Range ................................. 0 to 30
Approved Landing Range in Icing Conditions ....... 0 to 20
FUEL LIMITATIONS
Total Fuel
Usable Fuel
Unusable
POWERPLANT LIMITATIONS
MAXIMUM ITT
GAS GEN
TORQUE FT-LBS
PROP RPM
C
PRM% Ng (2)
(1), (4)
805 (10)
101.6
1,900
(4), (13)
765
101.6
1,900
(4), (14)
740
101.6
1,900
--685 (15)
52 Minimum
--1865
805
101.6
1825
With low fuel reserves (FUEL LOW annunciator(s) ON),

continuous uncoordinated flight with the turn and bank
ball more than one-quarter ball out of center position
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.
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 .......................-54C from sea level to 25,000 Feet.
Hot Day:
Ground Operations ..................... +53C from sea level
to 5000 Feet
ISA +37C above 5000 Feet
Flight Operations ................. ISA +35C from sea level
to 25,000 Feet
TYPE II, TYPE III OR TYPE IV
ANTI-ICE FLUID TAKEOFF LIMITATIONS
FLAP LIMITATIONS
Takeo Flaps Setting ............................................ 0
AIRSPEED LIMITATIONS
(208) Takeo Rotation Speed ..................... 89 KIAS
(208B) Takeo Rotation Speed ................... 83 KIAS
Both Tanks
335.6 U.S. gallons
Each Tank
167.8 U.S. gallons
Both Tanks ON
332.0 U.S. gallons
FLIGHT IN KNOWN ICING VISUAL CUES
Single Tank ON
165.0 U.S. gallons
Both Tanks ON
3.6 U.S. gallons
Single Tank ON
2.8 U.S. gallons
During flight, severe icing conditions that exceed those for

which the airplane is certificated shall be determined by the
following visual cues.
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.
OIL
PSIG (3)
85 to 105
85 to 105
85 to 105
40 Minimum
85 to 105
OIL TEMP C
(7)
10 to 99
0 to 99
0 to 99
-40 to 99
0 to 99
0 to 99
0 to 104 (12)
-40 Minimum
10 to 99
2400 (6)
850 (11)
102.6 (11)
2090
---
--1865
1090 (11)
805
--101.6
--1900
--85 to 105
SHP
675
675
675
--675
----675
MAXIMUM OPERATING ALTITUDE LIMITS

Certified Maximum Operating Altitudes:
Icing Conditions ............................................. 20,000 Feet
Any flight conditions with ice on the airplane .... 20,000 Feet
FLAP SETTING IN ICING CONDITIONS
WING FLAPS must be UP when holding in icing conditions.
CESSNA CARAVAN I MEMORY ITEMS AND LIMITATIONS- FOR TRAINING PURPOSES ONLY
WEIGHT LIMITS
(208 Boot Equipped)
Maximum weight for flight into known icing conditions:
Cargo Pod Installed ......................................... 8000 Pounds
Cargo Pod Removed ....................................... 8000 Pounds
(208B Boot Equipped)
Maximum weight for flight into known icing conditions:
Cargo Pod Installed .......................................... 8550 Pounds
Cargo Pod Removed ........................................ 8750 Pounds
ICING LIMITATIONS
(208 & 208B Boot Equipped)
Pneumatic deice boots, windshield anti-ice panel and
propeller anti-ice boots must be operated in AUTO mode
when in icing conditions. Exit icing conditions as soon as
practical if operation in MANUAL mode is required.
MINIMUM SPEED IN ICING CONDITIONS
(208 & 208B Boot Equipped)
Minimum airspeed in icing conditions, for all flight phases
including approach, except takeo and landing.
Flaps Up ..................................................................120 KIAS
Flaps 10 .................................................................. 105 KIAS
Flaps 20 ..................................................................... 95 KIAS
MINIMUM DISPATCH FLUID
(208B TKS Equipped)
Minimum ice protection fluid for takeo for flight into
known or forecast icing conditions is 11.7 U.S. gallons
WEIGHT LIMITS
(208B TKS Equipped)
There are no additional limitations on the maximum allowable
takeo weight into known or forecast icing conditions for
airplanes equipped with the TKS Ice Protection System. The
maximum allowable operating weights for the airplane are:
Maximum Ramp Weight ................................. 8785 Pounds
Maximum Takeo Weight .............................. 8750 Pounds
Maximum Landing Weight ............................. 8500 Pounds
MINIMUM SPEEDS IN ICING CONDITIONS
(208B TKS Equipped)
The minimum airspeeds for operations in icing conditions with
a fully functional TKS Ice Protection System operating are:
WING FLAPS UP ........................................................ 95 KIAS
WING FLAPS 10 - 20 ............................................... 85 KIAS
TKS ICE PROTECTION SYSTEM
For the four modes of airframe ice protection operation, the
resulting endurance with a full tank of fluid is:
MAXIMUM FLUID ENDURANCE
PRIMARY NORM selected ......................... 3 hours, 25 minutes
PRIMARY HIGH selected .............................. 1 hour, 20 minutes
BACKUP selected ......................................... 1 hour, 20 minutes
MAX FLOW AIRFRAME selected .............................. 40 minutes
Rev. 1.1

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CARAVAN CLIENT GUIDE

FlightSafety International, Inc.

Courses for the Caravan I are taught at the following

NOTICE: These commodities, technology or software were

Copyright 2015 FlightSafety International, Inc.

CARAVAN CLIENT GUIDE

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

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CARAVAN CLIENT GUIDE

INITIAL GROUND TRAINING SCHEDULE....................................................... 1-2

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CARAVAN CLIENT GUIDE

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Pilot Client Guide

CARAVAN CLIENT GUIDE

INITIAL GROUND TRAINING SCHEDULE

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

RECURRENT GROUND TRAINING SCHEDULE

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

INITIAL FLIGHT TRAINING SCHEDULE

RECURRENT FLIGHT TRAINING SCHEDULE

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

INITIAL GROUND TRAINING.................................................................................. 2-1

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CARAVAN CLIENT GUIDE

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CARAVAN CLIENT GUIDE

INITIAL GROUND TRAINING

CURRICULUM SEGMENT OUTLINE

General Operational Subjects

The subject of ground training, referred to as general operational subjects, includes

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

RECURRENT GROUND TRAINING

CURRICULUM SEGMENT OUTLINE

General Operational Subjects

The subject of ground training, referred to as general operational subjects, includes

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

LEFT INTENTIONALLY BLANK

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

INITIAL FLIGHT TRAINING CURRICULUM

CURRICULUM SEGMENT OUTLINE

Abnormal And Emergency Procedures

FOR TRAINING PURPOSES ONLY

CARAVAN CLIENT GUIDE

RECURRENT FLIGHT TRAINING CURRICULUM

CURRICULUM SEGMENT OUTLINE

Abnormal And Emergency Procedures