NOTICE

SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 208B G1000
ENGINE MALFUNCTIONS
LOSS OF OIL PRESSURE
The complete loss of oil pressure, as evidenced by the Red OIL
PRESS LOW CAS MSG and confirmed by the oil pressure indication
reading, implies that the pilot will eventually lose control of the propeller
as the propeller springs and counterweights drive the propeller blades
into feather. Also, the engine will eventually seize. Therefore, if the pilot
elects to continue to operate the engine after loss of oil pressure,
engine and propeller operation should be closely monitored for
indication of the onset of propeller feathering or engine seizure and the
engine failure checklist should be completed at that time.
Operation of the engine at a reduced power setting (preferably at the
minimum power required for the desired flight regime) will generally
prolong the time to loss of engine/propeller thrust.
Operation of the engine with the oil pressure in the yellow band is not
considered critical, but is a cause for concern and should be tolerated
only for the completion of the flight. Continued monitoring of the oil
pressure gauge will provide an early indication of dropping oil pressure
due to insufficient oil supply or a malfunctioning oil pump, and will give
the pilot additional time to divert to a suitable emergency landing area
with the engine operating.
3-40
U.S.
FAA APPROVED
208BPHBUS-01