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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
CESSNA SECTION 3 MODEL 208B G1000 EMERGENCY PROCEDURES FUEL CONTROL UNIT MALFUNCTION IN THE PNEUMATIC OR GOVERNOR SECTIONS A malfunction in the pneumatic or governor sections of the fuel control unit can cause engine power to decrease to minimum flow idle. Symptoms of this type failure would be an ITT indication in the typical idle range of 500°C to 600°C, N g of 48% or above (increases with altitude), and no engine response to POWER lever movement. If this type of malfunction has occurred, the EMERGENCY POWER lever (fuel control manual override) can be used to restore engine power. To use the manual override system, place the POWER lever at its IDLE position and move the EMERGENCY POWER lever forward of its IDLE gate and advance as required. CAUTION When using the fuel control manual override system, engine response can be more rapid than when using the POWER lever. Utilize slow and smooth movement of the EMERGENCY POWER lever to avoid engine surges, and/or exceeding ITT, Ng, and torque limits. NOTE • When using EMERGENCY POWER lever, monitor gas generator RPM when reducing power near idle, to keep it from decreasing below 65% in flight. • The EMERGENCY POWER lever can have a dead band, such that no engine response is observed during the initial forward travel from the IDLE position. EMERGENCY POWER LEVER NOT STOWED The Red EMERG PWR LVR CAS message was designed to alert the pilot of the Emergency Power Lever position prior to and during the engine start sequence. If the Emergency Power Lever is moved from the NORMAL position at any time with the engine running, no CAS message will be displayed. FAA APPROVED 208BPHBUS-01 U.S. 3-41
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CESSNA INTRODUCTION MODEL 208B G100
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CESSNA SECTION 1 MODEL 208B G1000 G
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CESSNA SECTION 2 MODEL 208B G1000 L
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Page 73 and 74: CESSNA SECTION 2 MODEL 208B G1000 L
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CESSNA SECTION 4 MODEL 208B G1000 N
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CESSNA SECTION 5 MODEL 208B G1000 P
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CESSNA SECTION 6 MODEL 208B G1000 W
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CESSNA SECTION 7 MODEL 208B G1000 A
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SECTION 7 CESSNA AIRPLANE AND SYSTE
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CESSNA SECTION 8 MODEL 208B G1000 H
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